Northstar Swaps - What years are interchangeable and the differences
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Northstar Engines and System Technical Discussion Discussion, Northstar Swaps - What years are interchangeable and the differences in Cadillac Engine Technical Discussion; Northstar Interchangability 93/94 - These engines have the knock sensor below the fire-wall side cylinder head, screwed into the side ...
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    Northstar Swaps - What years are interchangeable and the differences

    Northstar Interchangability

    93/94 - These engines have the knock sensor below the fire-wall side cylinder head, screwed into the side of the engine block. These engines have slots cut into the intake ports to feed exhaust gas from the EGR system into the combustion chambers. Also, the intake manifolds are cast aluminum with an internally mounted fuel rail. The harmonic balancer bolt uses a 24mm socket. Vertical ridges all the way around the outside of the cylinder walls.

    95 - Same block casting as 93 & 94 with the vertical ridges down the cylinder walls. Knock sensor retained it's location from 93 & 94. EGR is now fed through the new-for-1995 thermoplastic intake manifold- the slots are no longer cut into the intake ports. A different oil pump is now used, very similar to the original style.

    96 - New block casting with no vertical ridges on the outside of the cylinder walls- the walls are now smooth. Heads are a carry-over from 1995. The knock sensor is new and is positioned under the thermoplastic intake between cylinders 3 and 5, screwed into a new hole with M8x1.25 threads. The harmonic balancer bolt is now smaller (M14) and uses a 19mm socket.

    97 - Carryover from 1996 although some left-hand cylinder heads in '97 had the new bolt boss for the liquid cooled alternator introduced in '98. This is identified by a new camshaft cover that has a cut-out in the lip by the lower portion of the wide (chain-case) end.

    98 - New lower block casting. This new casting incorporates a new threaded hole (M10x1.25) for the new STS platform engine mount. This hole is on the lower right hand side of the engine by the corner of the timing cover. A new timing cover is now used, with a part number stamped in just above the harmonic balancer. Some very late '97 engines may have had this new bolt hole. A new bolt hole is dilled and tapped for the new-for-1998 liquid cooled alternator, just under the cam cover in the L.H. cylinder head.

    99 - A very small portion of late '99 model cars got the new upgraded 2000 style block castings. Identified by a casting # in the R.H. oil passage in the block that feeds oil to the R.H cylinder head. This engine retained all internal components and cylinder heads from '98. 10.3:1 compression ratio has been retained ever since its introduction in 1993.

    00 - A new engine is born. All new cylinder heads featuring static hydraulic lash-adjusters and roller followers are used. These heads feature a new combustion chamber with less valve shrouding and larger intake valves. Exhaust valves are a bit smaller, both intake and exhaust valves have longer stems. New camshaft covers are used to accomodate the increased height of the roller valvetrain. A new crankshaft with a different reluctor wheel (crank position wheel) is used, but all bearing journals retain the same dimensions. The bore remains at 93mm as its predecessors. Cast connecting rods are used as opposed to the forged ones of 93-99, and are weaker. These have been known to bend if a cylinder hydraulic locks with coolant or fuel. New completely flat-top pistons with no valve reliefs are used along with a different diameter wrist pin. The timing cover, oil pan, and flex-plate all remain the same from '99. The timing cover uses a new crankshaft front seal with an increased inside diameter. A new harmonic balancer is used and also a new right exhaust cam sprocket to accomodate the new camshfaft position sensor. The knock sensor retained the same location as the 96-99's but a new sensor is used for '00. New crankshaft position sensors are used and will not interchange with the old style. There are new EGR passages incorporated into the exhaust ports. A new coil-on-plug igniton system is used that uses two large coil cassettes that houses the four coils and ICM. These cassettes bolt into the camshaft covers and use a center-mounted spring to ground themselves to the cylinder head. A new coolant crossover has been designed with a throttle body mount cast into it. A new plastic intake is used along with a new plastic & stainless steel fuel rail and new Bosch fuel injectors. AC-Delco spark plug 41-987 is used now instead of the 41-950 from '99. The camshafts no longer are drilled through for oil flow- the oil flow to the cam journals now comes from an oil passage that runs parallel along the head. Also longer head bolts are used. The new 10.0:1 compression ratio allows for full performance on 87 octane fuel.

    01- All remained the same from '00 except the engine received new exhaust manifolds with mounts for EGR tubes, that run to vacuum actuated valves (connected to the AIR injection motors). Some '00 models may have had this feature.

    02- All remained the same as far as I know from '01.

    03- Timing chain tensioners now use a 13mm hex socket instead of the usual 10mm.

    04 - Redesigned slightly for 2004. Two new knock sensors are used under the intake manifold between cylinders 3 & 5 and on the left bank, 4 & 6. The oil filter mount now uses three bolts instead of two, and a one-piece gasket instead of two O-rings like the '93-'03 engines. New camshaft covers no longer have a hole between cyls. 4 & 6 and 3 & 5 for the coil cassette grounds. Instead, an individual coil is used for each cylinder and gets the ground from the camshaft cover itself, which is grounded to the cylinder head via a ground strap on the corner of the head. New revised pistons are used that are shorter in height around the circumference but have a "bump" in the middle". This was done to eliminate the "cold-carbon-knock" that was caused by carbon on the piston slapping the cylinder head once too much was built-up, by giving a bit more clearance between the two surfaces. Besides two, different style knock sensors, all other sensors remained the same. M11x2.0 cylinder head bolts are now used instead of the finer M11x1.5 bolts that were used from 93-onward.

    Interchangability:

    A 93 and onward block & internals can be used on any car all the way up to '99 but you may have to use different heads accordingly. You can drill & tap a hole for the '96-99 style knock sensor under the intake, the boss is there on all blocks.

    93 heads will work on a 94 and vice-versa with the slots in the intake ports.

    95 heads will work on anything up to 99, as long as you don't need the extra bolt boss for the liquid cooled alternator. If you have the liquid cooled alternator, you will need heads from either a 98 or 99 with the extra bolt hole.

    If you need to put an engine into a 98 or 99 Seville body, you HAVE to have a block that has the new style timing cover and bolt hole below it- so it has to be a '98 or '99 block (some late '97s may have had this). All of these Sevilles have the liquid cooled alternator so you pretty much need the whole engine to be a 98 or 99 because of the bolt hole in the LH head.

    The Deville & Eldorado aren't as picky with the years, as they used the old style of mounting the engine in the chassis.

    1993-1999 and 2000+. You CANNOT under any circumstances bolt a 2000+ engine into a 99 or older body or vice-versa. It simply does not work. Too many differences, too many sensors changed and the holes to mount them. Many people have tried, and gone through all of the work to bolt it in and realize that 1) some things don't bolt up correctly, 2) the wiring won't connect and 3) it won't run.

    2000-2003 will swap without any problems at all, just make sure you have the correct exhaust manifolds for your application bolted on.

    2000-2004 - any 00-03 will bolt into an 04 body, or any 04 engine will bolt into a 00-03 body but you will need to change camshaft covers, ignition coils, knock sensors (drill & tap a hole for the 2nd knock sensor for a 00-03 engine to go into a 2004 body), and keep the oil filter mount with the engine it came off of. You may need to drill and tap a hole on the L.H. cylinder head for the coil ground strap, if you're installing the 00-03 engine in the 04 body.

    The coolant temperature sensor, water pump, head gaskets, and oil pan remained the same across all of these years, along with most timing components, timing chains, intermediate sprocket, etc. Various internal parts changed throughout the years- I will compile a list someday of casting #s and internal parts interchange on my website (www.northstarperformance.com) to make swaps and builds easier.

    rear-wheel-drive and front-wheel-drive Northstars will simply not interchange, many, many differences there.

    If anything has been left out, moderators: please edit as necessary.
    Cortezc and Cortezc like this.


    Need parts for your Northstar Engine? www.northstarperformance.com

    Jake Wiebe, developer of the SureGrip™ Cylinder Head Stud Kit

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    Re: Northstar Swaps - What years are interchangeable and the differences

    small corrections and addons to Jakes list
    I will post 2000+ next

    93/94 - These engines have the knock sensor below the fire-wall side cylinder head, screwed into the side of the engine block. These engines have slots cut into the intake ports to feed exhaust gas from the EGR system into the combustion chambers. Also, the intake manifolds are cast aluminum with an internally mounted fuel rail. The harmonic balancer bolt uses a 24mm socket. Vertical ridges all the way around the outside of the cylinder walls.

    95 - Same block casting as 93 & 94 with the vertical ridges down the cylinder walls. Knock sensor retained it's location from 93 & 94. New Cylinder Heads for 1995 EGR is now fed through the Cross-over and into the Heads. A new thermoplastic intake manifold- the slots are no longer cut into the intake ports. A different oil pump is now used, very similar to the original style. 1995 runs an ISC motor like older Cadillac’s. The Cruise Control Unit and ISC motor are bolted to the Throttle Body

    96 - New block casting with no vertical ridges on the outside of the cylinder walls- the walls are now smooth. Heads are a carry-over from 1995. The knock sensor is new and is positioned under the thermoplastic intake between cylinders 3 and 5, screwed into a new hole with M8x1.25 threads. The harmonic balancer bolt is now smaller (M14) and uses a 19mm socket. 1996 has an IAC motor to control Idle Speed. 1996+ are OBDII.

    97 - Carryover from 1996 although some left-hand cylinder heads in '97 had the new bolt boss for the 1998 Seville alternator introduced in '98. This is identified by a new camshaft cover that has a cut-out in the lip by the lower portion of the wide (chain-case) end.

    98 – The Block has a new threaded hole (M10x1.25) for the new STS platform engine mount. This hole is on the lower right hand side of the engine by the corner of the timing cover. A new timing cover is now used, with a part number stamped in just above the harmonic balancer. Some very late '97 engines may have had this new bolt hole. A new bolt hole is dilled and tapped for all 1998 Seville alternators, just under the cam cover in the L.H. cylinder head as mentioned above. 1998 got a redesigned Seville. This car was ran until the end of FWD Seville’s. 1998 did away with the EVAP vacuum switch vacuum

    99 - '99 model cars never got the new upgraded 2000 style block castings. If they did the statement about interchanging would be false. I have the VIN of the very first 2000 Seville and Deville built. Yes they were built in 1999, but they are VIN’d as 2000. 1999 VIN Y engines got new camshafts for 1999.

    I am sure I missed a lot

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    Re: Northstar Swaps - What years are interchangeable and the differences

    1999


    (1) Intake Manifold Sight Shield
    (2) Camshaft Cover
    (3) Spark Plug Boot
    (4) Oil Level Indicator
    (5) Torque Strut Bracket
    (6) Oil Pan
    (7) Starter Cable
    (8) Crankshaft Balancer
    (9) Engine Front Cover
    (10) Cylinder Head
    (11) Power Steering Pump

    General Description
    The Northstar V8 VIN Code 9 or Y is a 4.6L (279 cu in) engine incorporating two intake and two exhaust valves per cylinder with individual cylinder head mounted camshafts for intake and exhaust functions (DOHC). The cylinder bore diameter is 93 mm (3.66 in) and the piston stroke is 84 mm (3.31 in). The cylinders are arranged in two banks of four with a 90 degree included angle. The left (front) bank of cylinders are number 2-4-6-8 and the right (rear) bank cylinders are 1-3-5-7. Engine firing order is 1-2-7-3-4-5-6-8.

    Crankcase
    The cylinder block is constructed of aluminum alloy by the die casting method and is constructed of two sections, an upper and a lower crankcase, split at the crankshaft center line. The grey cast iron cylinder liners are cast with the upper crankcase. The upper and lower crankcase sections are held in alignment by four dowel pins. Once machined, the sections must be kept together as a set. Sealing between the crankcase halves consists of a silicone rubber seal and a bead of anaerobic sealant along each side. Since the lower crankcase contains the lower main bearings, this casting adds to the structural rigidity of the engine assembly. Both upper and lower crankcases incorporate oil drain back passages isolated from the crankcase. These passages provide a direct path from the cylinder heads to the oil pan in order to prevent the needless aeration of the oil through contact with the rotating components.

    Crankshaft
    The crankshaft is a cast nodular iron design with five 64 mm (2.52 in) diameter main bearings. Crankshaft thrust is taken by the number three main bearing. The position sensor, also known as the reluctor wheel, is cast integrally with the crankshaft. The crankshaft is internally balanced and incorporates a one piece rear seal. The connecting rod journals are 54 mm (2.12 in) diameter. A rolled fillet radius is incorporated on all bearing journals to improve fatigue strength.

    Connecting Rods and Pistons
    The connecting rods are Powdered Metal with 54 mm (2.13 in) journals and have full floating piston pins. These pins are slip fit in the bronze bushed rods and are retained in the piston by round wire retainers. The cast aluminum pistons use two low tension compression rings and one multi-piece oil ring. The top compression ring is nitrided steel. The second compression ring is coated cast iron. The oil ring is a three piece side seal type ring which incorporates a steel expander and two chrome plated steel rails. To provide a non-scuffing surface when the engine is new, the pistons are tin plated.

    Camshaft Drive System
    The four overhead camshafts are driven by three separate fine pitch chains. The primary drive chain connects the crankshaft with the intermediate shaft and sprocket located directly above the crankshaft behind the engine front cover. Each camshaft drive chain connects the intermediate sprocket with both intake and exhaust cams in the cylinder head. Two camshaft drive chains are used; one for each cylinder head. Each of the chains incorporates a hydraulic tensioner to minimize chain noise and provide accurate valve action by keeping slack out of the chain and continuously adjusting for chain wear. This is accomplished by providing engine oil pressure to each tensioner forcing a nylon pad into mesh with the slack side of the chain. As the chain stretches from wear, a ratchet mechanism inside the tensioner prevents the nylon pad from retracting when the engine is turned off and engine oil pressure ceases.

    Cylinder Heads
    The Northstar cylinder heads are semi-permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 33 mm intake valves and two 29 mm exhaust valves are actuated by direct acting hydraulic lash adjusters. Separate intake and exhaust camshafts are supported by five bearings machined into the cylinder head with camshaft thrust taken by the first bearing (the left hand intake cam has an additional bearing to accommodate the water pump drive). The combustion chamber is roughly in the shape of a clover leaf with a nominal volume of 51.8 cc and a centrally located spark plug.

    Engine Cooling System
    The left hand cylinder head intake camshaft extends outside the left hand cam cover providing drive mechanism for the coolant pump. A removable one piece lip seal prevents oil leakage around the camshaft. A drive pulley is pressed onto the end of the camshaft and provides drive for the engine coolant pump using a small multi rib drive belt and tensioner mechanism. The coolant pump assembly is located inside the water crossover casting. The water crossover distributes coolant to the cylinder block and collects it from the cylinder head for delivery to the radiator. The water crossover also provides important functions for the EGR System.

    Induction System
    The induction manifold is a plastic, lost core casting with a removable plastic sight shield cover. The manifold is sealed to the cylinder heads via plastic carrier gaskets and imbedded silicone rubber around the intake ports. These gaskets snap-lock to the manifold and are designed to last the life of the engine.

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    Re: Northstar Swaps - What years are interchangeable and the differences

    2000




    General Description
    The Northstar V8 VIN Code 9 or Y is a 4.6 L (279 cu in) engine incorporating two intake and two exhaust valves per cylinder with individual cylinder head mounted camshafts for intake and exhaust functions (DOHC). The cylinder bore diameter is 93 mm (3.43 in) and the piston stroke is 84 mm (3.31 in). The cylinders are arranged in two banks of four with a 90° included angle. The left (front) bank of cylinders are number 2-4-6-8 and the right (rear) bank cylinders are 1-3-5-7. Engine firing order is 1-2-7-3-4-5-6-8.

    Crankcase
    The cylinder block is constructed of aluminum alloy by the die casting method and is constructed of two sections, an upper and a lower crankcase, split at the crankshaft center line. The grey cast iron cylinder liners are cast with the upper crankcase. The upper and lower crankcase sections are held in alignment by four dowel pins. Once machined, the sections must be kept together as a set. Sealing between the crankcase halves consists of a silicone rubber seal and a bead of anaerobic sealant along each side. Since the lower crankcase contains the lower main bearings, this casting adds to the structural rigidity of the engine assembly. Both upper and lower crankcases incorporate oil drain back passages isolated from the crankcase. These passages provide a direct path from the cylinder heads to the oil pan in order to prevent the needless aeration of the oil through contact with the rotating components.

    Crankshaft
    The crankshaft is a cast nodular iron design with five diameter main bearings. Crankshaft thrust is taken by the number three main bearing. The position sensor, also known as the reluctor wheel, is cast integrally with the crankshaft. The crankshaft is internally balanced and incorporates a one piece rear seal. A rolled fillet radius is incorporated on all bearing journals to improve fatigue strength.

    Connecting Rods and Pistons
    The connecting rods are forged steel and have full floating piston pins. These pins are slip fit in the bronze bushed rods and are retained in the piston by round wire retainers. The cast aluminum pistons use two low tension compression rings and one multi-piece oil ring. The top compression ring is nitrided steel. The second compression ring is coated cast iron. The oil ring is a three piece side seal type ring which incorporates a steel expander and two chrome plated steel rails. To provide a non-scuffing surface when the engine is new, the ORIGINAL pistons are tin plated.

    Cylinder Heads
    The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.2 mm (1.425 in) intake valves and two 28 mm (1.102 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate intake and exhaust camshafts are supported by five bearings machined into the cylinder head with camshaft thrust taken by the first bearing (the left hand intake cam has an additional bearing to accommodate the water pump drive). The combustion chamber is roughly in the shape of a clover leaf with a nominal volume of 48.6 cc (2.965 cubic inch) and a centrally located spark plug.

    Engine Cooling System
    The left hand cylinder head intake camshaft extends outside the left hand cam cover providing drive mechanism for the coolant pump. A removable one piece lip seal prevents oil leakage around the camshaft. A drive pulley is pressed onto the end of the camshaft and provides drive for the engine coolant pump using a small multi rib drive belt and tensioner mechanism. The coolant pump assembly is located inside the water crossover casting. The water crossover distributes coolant to the cylinder block and collects it from the cylinder head for delivery to the radiator. The water crossover also provides important functions for the EGR System.

    Induction System
    The induction manifold is a plastic, lost core casting with a removable plastic sight shield cover.

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    Re: Northstar Swaps - What years are interchangeable and the differences

    2000 to 2002 had no changes to the engine per GM

    2003 New Product Information

    The purpose of New Product Information is to highlight or indicate important changes from the previous model year.

    Changes may include one or more of the following items:
    • Torque values and/or fastener tightening strategies
    • Changed engine specifications
    • New sealants and/or adhesives
    • Disassembly and assembly procedure revisions
    • Engine mechanical diagnostic procedure revisions
    • New special tools required
    • A component comparison from the previous year

    Torque Values and/or Fastener Tightening Strategies
    The engine mechanical fastener tightening specifications have not changed for model year 2003.

    Changed Engine Specifications
    There are early and late design engine mechanical specifications for connecting rod bore diameter - pin end, piston pin bore diameter and piston pin diameter. The late design piston also incorporates a new anti-friction, anti-scuffing, protective coating applied to the skirt of the piston. Refer to Engine Mechanical Specifications .

    There are changes in drill depth and tap depth to the engine block deck face holes for the cylinder head bolts. Refer to Thread Repair Specifications.

    New Sealants and/or Adhesives
    There are no changes to the sealants and/or adhesives used for model year 2003.

    Disassembly and Assembly Procedure Revisions
    The Lubrication System Priming Procedure has been replaced by the Lubrication Preluber Procedure. A new tool J 45299 has been developed to prime the engine with new clean engine oil.

    There are early and late design crankshaft rear oil seals. The early design crankshaft rear oil seal requires the use of the installation tool J 42842 in order to set the correct depth. The late design crankshaft rear oil seal requires the use of a new installation tool J 44642 in order to set the correct depth. Refer to Crankshaft Rear Oil Seal Installation .

    Engine Mechanical Diagnostic Procedure Revisions
    Additional engine coolant leakage diagnostics have been added.

    New Special Tools Required
    *A new tool J 45299 has been developed to prime the engine with new clean engine oil.

    *Starting in model year 2003 the bushing used in the fixture plate has been replaced by J 42385-2002. Refer to Thread Repair . For model year 2000 through 2002 use J 42385-302.

    *There are early and late design crankshaft rear oil seals. The early design crankshaft rear oil seal requires the use of the installation tool J 42842 in order to set the correct depth. The late design crankshaft rear oil seal requires the use of a new installation tool J 44642 in order to set the correct depth. Refer to Crankshaft Rear Oil Seal Installation .

    *The J 44213 has been replaced by the EN 46327 . Using the EN 46327 will allow the additional servicing of the camshaft sprockets without removing the engine front cover. A smaller diameter camshaft alignment pin hole in the camshaft sprockets will prevent the camshaft sprockets from sliding onto the J 44213 .

    A Component Comparison from the Previous Year
    *The oil filter adapter has been revised. The oil filter adapter has an additional mounting boss and corresponding fastener bolt.

    *The oil filter adapter sealing has been revised. An oil filter adapter gasket replaces the previously used O-rings.

    *The lower crankcase has been revised. The oil filter adapter mounting area on the lower crankcase has been modified to accommodate the changes made to the oil filter adapter and the sealing of the oil filter adapter gasket.

    Notice: Do not mix early and late design components. Improper clamp loads will occur if cylinder head bolts are tightened using a mixture of early and late design components. Damage will occur to the powertrain if mixed components are used.

    *The engine block holes in the engine block deck faces for the M11 cylinder head bolts have decreased in depth, they are drilled and tapped approximately 7 mm (0.276 in) shallower.

    Notice: Do not mix early and late design components. The internal balance of the engine will be affected if early and late design components are used together. Damage will occur to the powertrain if mixed components are used.

    *There are early and late design crankshaft, connecting rods, pistons and pistons pins. The early and late design components must not be interchanged. The late design piston also incorporates a new anti-friction, anti-scuffing, protective coating applied to the skirt of the piston.

    Notice: The proper installation tool must be used with the proper component. Early and late design components are installed to different depths. Damage and/or leakage can occur if the improper installation tool is used.

    *There are early and late design crankshaft rear oil seals. The early design crankshaft rear oil seal requires the use of the installation tool J 42842 in order to set the correct depth. The late design crankshaft rear oil seal requires the use of a new installation tool J 44642 in order to set the correct depth. Refer to Crankshaft Rear Oil Seal Installation .

    *The diameter of the camshaft alignment pins to the camshaft sprockets have been reduced.

    *The diameter of the camshaft alignment pin hole in the camshaft sprockets have been reduced.

    *The diameter of the camshaft alignment pin hole in the camshafts have been reduced.

    2004 New Product Information

    The purpose of New Product Information is to highlight or indicate important changes from the previous model year.

    Changes may include one or more of the following items:
    • Torque values and/or fastener tightening strategies
    • Changed engine specifications
    • New sealants and/or adhesives
    • Disassembly and assembly procedure revisions
    • Engine mechanical diagnostic procedure revisions
    • New special tools required
    A component comparison from the previous year

    Torque Values and/or Fastener Tightening Strategies
    The engine mechanical fastener tightening specifications have not changed for model year 2004.

    Changed Engine Specifications
    There are no changes to the engine specifications for 2004.

    New Sealants and/or Adhesives
    There are no changes to the sealants and/or adhesives used for model year 2004.

    Disassembly and Assembly Procedure Revisions
    The Lubrication System Priming Procedure has been replaced by the Lubrication Preluber Procedure. A new tool J 45299 has been developed to prime the engine with new clean engine oil.

    Engine Mechanical Diagnostic Procedure Revisions
    There are no revisions to the engine mechanical diagnostic procedures for 2004.

    New Special Tools Required
    *A new tool J 45299 has been developed to prime the engine with new clean engine oil.

    *Ensure the proper bushing is used in the cylinder head bolt hole thread repair fixture plate. Refer to Thread Repair.

    A Component Comparison from the Previous Year
    The thread pitch on the M11 cylinder head bolts and the engine block cylinder head bolt holes has been revised for MY2004. Determine the pitch of the threads by using a thread pitch gauge or measure the length of the threads of the cylinder head bolt.

    *The MY2003 and earlier cylinder head bolts have a pitch of 1.5 mm and the length of the threads are about 48 mm (1.890 in) long.

    *New for MY2004 the cylinder head bolts have a pitch of 2.0 mm and the length of the threads are about 67 mm (2.638 in) long.

    *The grounding of the ignition coil assembly is assisted through the use of a grounding strap between the camshaft cover and the cylinder head.

    *The right side ignition coil assembly has a sight shield cover.

    *The fuel injector sight shield has been revised.

    *The generator and A/C compressor have been revised.

    *The engine block-to-crankcase seal and sealer placement have been revised.

    *The AIR valves have been changed from vacuum to electronic operation.

    *The exhaust valve head size has increased to 29 mm (1.141 in).


    2005 had NO changes

    2006 FWD Northstar's had a few changes and I will post the updates

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    Re: Northstar Swaps - What years are interchangeable and the differences

    AJ, If your posted red gasoline information is correct (Post #4), then why does Page 6-3 of the 2002 Seville Owner's manual state:

    "Gasoline Octane
    Use regular unleaded gasoline with a posted octane of 87 or higher. However, for best performance and trailer towing, you may wish to use middle grade or premium unleaded gasoline. If the octane is less than 87 you may get a heavy knocking noise when you drive......."

    Because 2000 - 2004 4.6 Northstar engines use the 10.0:1 compression ratio and the same 48.6 cc combustion chamber, why did GM change the gasoline recommendation sometime after your (service manual) 2000 diagrams, information and additional fuel writeup ???

    .............or, is your red note an additional personal recommendation (Fuel Specifications per GM) ?

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    Re: Northstar Swaps - What years are interchangeable and the differences


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    Re: Northstar Swaps - What years are interchangeable and the differences

    It is 10 to 1 instead of 10.3 to 1 big deal. The PCM has 2 Spark Table in it High Octane and the Low Octane
    Sub come on. I would never have guess that out of you. It is 10 to 1 not 8.5 to 1

    I posted that info as it came up in my research on the new engine for the 2000 model year

  10. #9
    AJxtcman's Avatar
    AJxtcman is offline Cadillac Owners Connoisseur
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    Re: Northstar Swaps - What years are interchangeable and the differences

    My take on the Interchangeability is next

  11. #10
    Submariner409's Avatar
    Submariner409 is offline If it won't run, stick on fender vents
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    Re: Northstar Swaps - What years are interchangeable and the differences

    Quote Originally Posted by AJxtcman View Post
    It is 10 to 1 instead of 10.3 to 1 big deal. The PCM has 2 Spark Table in it High Octane and the Low Octane
    Sub come on. I would never have guess that out of you. It is 10 to 1 not 8.5 to 1 I posted that info as it came up in my research on the new engine for the 2000 model year
    Hey !!! 'Twas a simple question with a quote from the Cadillac Owner's Manual - Why did they drop the everyday octane rating recommendation sometime between 2000 and 2002 ???

    Heck, AJ - you can run 10:1 on moose pee if you set the timing back far enough.........we both know that.

    Tell me about these 2 spark tables in the PCM : how does the PCM "know" to change the table from 87 to 91, and how does it "know" where to go if you put in a half tank of 87 and a half tank of 93 ? OR, after 2000, is there now a pretty broad range of knock sensor timing adjustment, what is it, and how long does the PCM take to advance/retard the timing curve to compensate for the current octane in the tank ??

  12. #11
    97EldoCoupe's Avatar
    97EldoCoupe is offline U.S. Patent #8,740,532 - www.studkit.com
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    Re: Northstar Swaps - What years are interchangeable and the differences

    Oh great- new alternative fuel. Is moose pee cheaper than E85? Jim I'd love to know the answer to the questions you just asked-


    Need parts for your Northstar Engine? www.northstarperformance.com

    Jake Wiebe, developer of the SureGrip™ Cylinder Head Stud Kit

  13. #12
    Will's Fiero is offline Cadillac Owners Member
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    Re: Northstar Swaps - What years are interchangeable and the differences

    Quote Originally Posted by 97EldoCoupe View Post
    Northstar Interchangability
    96 -
    ...The harmonic balancer bolt is now smaller (M14) and uses a 19mm socket.
    What is the torque procedure for this bolt?
    I have a '95 manual that lists the torque procedure for the 18mm bolt as 44 ftlbs + 120 degrees. I have a '97 manual that lists 37 ftlbs + 120 degrees. This doesn't seem like much of a difference for dropping the size of the bolt from 18mm to 14mm.
    Can anyone here confirm that it is 37+120?
    Thanks!

  14. #13
    Will's Fiero is offline Cadillac Owners Member
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    Re: Northstar Swaps - What years are interchangeable and the differences

    Quote Originally Posted by 97EldoCoupe View Post
    Northstar Interchangability

    93/94 - These engines have the knock sensor below the fire-wall side cylinder head, screwed into the side of the engine block. These engines have slots cut into the intake ports to feed exhaust gas from the EGR system into the combustion chambers. Also, the intake manifolds are cast aluminum with an internally mounted fuel rail. The harmonic balancer bolt uses a 24mm socket. Vertical ridges all the way around the outside of the cylinder walls.
    Also, '93/4 engines have block drains at the bottoms of the outboard cooling jackets for cylinders 7 & 8. These drains were left out of later engines to eliminate potential leak paths. The bosses remain in the later block castings, but were left as-cast.

  15. #14
    AJxtcman's Avatar
    AJxtcman is offline Cadillac Owners Connoisseur
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    Re: Northstar Swaps - What years are interchangeable and the differences

    Interchangability:


    1993-1999 and 2000+. You CAN bolt a 2000+ POWERTRAIN UNIT into a 99 or older body or vice-versa. A 1998 and 1999 Seville will take a 2000+ unit from a Seville or Deville. You will need to repin connector C101. A 1996 to 1997 Seville, 1996 to 1999 Deville and a 1996 to 1999 Eldo will except a POWERTRAIN UNIT from a 2000+ Eldo. This is 100% functional and it will not have any DTC when done. Some of the other modules may need to be setup to match the VIN or you will need the VIN changed in the PCM to match the car.
    POWERTRAIN UNIT: This is the complete unit including the Engine, Transmission, PCM, Harness. You may want to change the Cradle also.
    Example: Just wheel the complete POWERTRAIN UNIT out of a 2005 Deville and under a 1998 Seville

  16. #15
    AJxtcman's Avatar
    AJxtcman is offline Cadillac Owners Connoisseur
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    Re: Northstar Swaps - What years are interchangeable and the differences

    The Shift Cable on a 1998 Seville is all by it's self. 1 year only. When doing swaps you may need to swap the bell-crank over or use a 1999+ shift cable.

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