Cadillac Series 70

Cadillac Series 70

1940 Cadillac Series 75 limousine
Manufacturer	General Motors
Production	1935–1976 1984-1987
Predecessor	Cadillac Series 355
Class	Full-size luxury car

The Series 70 (models 70 and 75) was one of Cadillac's full-size V8-powered cars produced from the 1930s through the 1980s. It replaced the 1935 355E as the company's mainstream car just as the much less expensive Series 60 was introduced. The Series 67 was similar to the Series 75 but produced on a longer wheelbase (139") for 1941 and 1942 only.

The short wheelbase Series 70 would cease production in 1938, but reappear briefly as the relatively expensive and exclusive Series 70 Eldorado Brougham 4-door hardtop from 1957 to 1958, while the long wheelbase Series 75 would make a final appearance in the 1987 model year.

1936–1937

1936 Cadillac Series 70

First generation
Series 70/75

1937 Cadillac Series 70 2-door convertible
Model years	1936–1937
Assembly	Detroit, Michigan, USA
Body style	2-door coupe 2-door convertible 4-door sedan 4-door convertible 4-door town car 4-door limousine
Layout	FR layout
Platform	Series 70: C-body Series 75: D-body
Engine	346 cu in (5.7 L) Monobloc V8
Wheelbase	Series 70: 131.0 in (3,327 mm) Series 75: 138.0 in (3,505 mm) Commercial:156 in (3,962 mm)
Length	Series 70: 206.3 in (5,240 mm) Series 75: 213.5 in (5,423 mm)
Width	74.4 in (1,890 mm)
Height	Series 70: 69.5 in (1,765 mm) Series 75: 68.8 in (1,748 mm)
Curb weight	4,500–5,300 lb (2,000–2,400 kg)
Related	Series 70: Cadillac Series 80 Cadillac Series 65 Buick Roadmaster Series 75: Cadillac Series 90 Cadillac Series 85 Buick Limited
Designer	Harley Earl

The 1936 Series 70 and 75 both had vee shaped windshield syles by Fleetwood. A narrower radiator shell was supported by the new louver style "Convex vee" grill. Headlights were mounted on the radiator shell. Parking lights were inside the headlights. Front fenders were new with a crease along the center line. The cowl vent was changed back to opening forward. There were built-in trunks on "touring" styles, town cars and 4-door convertibles. Coupes and 2-door convertibles had rumbleseats plus a separate door for the spare tire at the extreme rear of the deck. All bodies now utilized the Fisher Turret Top.

The Series 70 and 75 were powered by the new 346 cu in (5.7 L) Monobloc V8, This 135 hp (101 kW) engine was both less expensive and more powerful, and the stylish body by Fleetwood should have made the Series 70 and 75 an instant hit. However, the high price ($2,445 and up) limited their appeal in the Great Depression era. Only 5,248 were sold for 1936.

In 1937 bodies were the same except for drip moldings running from the bottom of the front pillar up and over the doors and rear quarter window, new fenders and bumpers, headlights rigidly attached (adjusted by moving reflector), wheel discs incorporated a hubcap, and a built-in trunk was incorporated on most bodies. A die-cast eggcrate grille was used, but the hood louver treatment differed from that used in Fisher bodied cars. Chrome die cast strips were used at the rear of the hood side panels. A seven-passenger Fisher-bodied Special touring sedan, without a division window was offered on the 138.0 in (3,505 mm) wheelbase. These two body styles had the eggcrate hood louvers typical of all Fisher bodied Cadillacs for 1937. The Business car line included eight-passenger versions of these Special sedans plus eight-passenger versions of Fleetwood body styles. The eighth passenger was seated with two others on auxiliary seats. A commercial chassis on a 156.0 in (3,962 mm) wheelbase was offered. Engine changes included a lighter flywheel, a generator relocated in the vee, an oil filter, a new carburetor with full automatic electric choke, an oil bath cleaner, and a relocated distributor. A new transmission design featured pin-type synchronizers, shifter rails relocated to the side of the case, a cover on the bottom of the case, and an extension integral with the transmission mainshaft. Sales totaled 4,332.

1938–1940

Second generation
Series 72/75

1938 Cadillac Series 75 Imperial Touring Limousine
Model years	1938–1940
Assembly	Detroit, Michigan, USA
Body style	2-door coupe 2-door convertible 4-door sedan 4-door convertible 4-door limousine
Layout	FR
Platform	D-body
Engine	346 in³ Monobloc V8
Wheelbase	Series 72: 138 in (3,505 mm) Series 75: 141 in (3,581 mm) Commercial: 161–165 in (4,089–4,191 mm)
Width	77.6 in (1,971 mm)
Related	Cadillac Series 90 Buick Limited

The 1938 Fleetwood-bodied Series 75 used a 141 in (3,600 mm) wheelbase. It was available as a sedan, "Imperial", or "Formal Sedan". All Cadillacs shared the same 346 in³ L-head V8 that year, though the 75 generated 140 hp (104 kW) instead of 135 hp (101 kW) like the rest of the line.

1939 Cadillac Series 75 4-door convertible

1940 Cadillac Series 75 4-door convertible

Series 72

The Series 72 of 1940 was somewhat smaller than the 75. It was also a Fleetwood car, but rode on a 138 in (3,500 mm) wheelbase.

1941–1949

1947 Cadillac Series 75

Third generation
Series 67/75

1941 Cadillac Series 67 limousine
Model years	1941–1949
Body style	4-door sedan 4-door limousine
Layout	FR
Platform	D-body
Engine	346 in³ Monobloc V8 331 in³ OHV V8
Wheelbase	Series 67: 139 in (3,531 mm) Series 75: 136 in (3,454 mm) Commercial: 163 in (4,140 mm)
Length	227"
Related	Buick Limited

For 1941, the wheelbase was reduced to 136 in (3,454 mm), though engine power was up to 150 hp (112 kW).

The Series 75 returned after the war as Cadillac's largest model. It retained most of its pre-war styling and rode on the long 136 in (3,500 mm) wheelbase. The engine was the same 346 in³ L-head V8 used by other Cadillacs that year. A late model Series 75 is directly referenced, also having the model name Series 75 in 2K Games Mafia II under the game's Cadillac pseudonym, 'Lassiter'.

The new Cadillac OHV V8 was the big news for 1949, with minor trim differences otherwise. This 331 in³ engine produced 160 hp (119 kW).

Series 67

The Series 67 of 1941-42 was somewhat larger than the 75. It was a Fisher car, but rode on a 139.0 in (3,530 mm) wheelbase.

1950–1953

1950 Cadillac Series 75

Fourth generation

1952 Cadillac Series 75
Model years	1950–1953
Platform	D-body
Engine	331 in³ OHV V8 365 in³ OHV V8
Wheelbase	146.75 in (3,727 mm)

1951 Cadillac Series 75

An all-new Series 75 was introduced for 1950. This would replace the final pre-war design at Cadillac, with a new 146.75 in (3,727 mm) wheelbase. 7-passenger seating was again offered via jump seats. Engine output for the 331 was up to 190 hp (142 kW) for 1952. It would borrow the bumper bullets (or dagmars) as a styling cue from the 1951 Le Sabre show car.

1954–1956

Chiang Kai Shek's 1955 Cadillac Series 75

Fifth generation

1956 Cadillac Series 75
Model years	1954–1956
Layout	FR
Platform	D-body
Engine	331 in³ OHV V8 365 in³ OHV V8
Wheelbase	149.8 in (3,805 mm)
Length	237"

Wheelbase was up to 149.8 in (3,805 mm) for 1954, and engine output jumped to 230 hp (172 kW). It was at 250 hp (186 kW) one year later. An optional dual-four barrel carb setup boasted 270 hp (201 kW).

The engine was stroked to 365 in³ for 285 or 305 hp (213 or 227 kW) in 1956.

1957–1958

1957 Cadillac Series 75

Sixth generation

1958 Cadillac Series 75
Model years	1957-58
Assembly	Detroit, Michigan, USA
Body style	4-door sedan
Platform	D-body
Engine	390 in³ OHV V8
Transmission	4-speed Hydra-Matic
Wheelbase	149.8 in (3,805 mm)
Width	79.8 in (2,027 mm)
Designer	Bill Mitchell

Power was 300 to 325 hp (224 to 242 kW) for 1957. The car was rebodied with more chunky styling. The 75 name had all but disappeared from the big Cadillac, and the engine was an even 325 hp (242 kW) from the 390 in³ engine.

The highly expensive and exclusive 4-door Cadillac Eldorado Brougham hardtop marked the return of the Series 70, but for only two years, as from 1959-60 the Eldorado Brougham was denoted a Series 6900, and it was discontinued thereafter.

1959-1960

The long Fleetwood became the Series 6700, in keeping with Cadillac's new scheme, in 1959.

1961-1965

The styling was also toned down. The engine was entirely changed for 1963, though the displacement and output remained the same.

The engine was bumped to 429 in³ for 1964. 340 hp (254 kW) was the result.

The Series 75 changed over to the next generation of GM D-Body in the 1966 model year. This was one year later than the change in C-body.

1966–1970

1968 Cadillac Series 75

Ninth generation

1970 Cadillac Series 75
Model years	1965–1970
Platform	D-body
Engine	429 in³ OHV V8 472 in³ OHV V8 ('68)
Wheelbase	149.8 in (3,805 mm) 156 in (3,962 mm) (Commercial)

1971–1976

Chiang Kai-shek's 1972 Cadillac Series 75

Tenth generation

1973 Cadillac Series 75
Model years	1971–1976
Assembly	Detroit, Michigan, USA
Engine	472 cu in (7.7 L) V8 500 cu in (8.2 L) V8
Transmission	3-speed TH-400, automatic
Wheelbase	151.5 in (3,848 mm) 157.5 in (4,001 mm) (Commercial)
Length	1971-72: 247.3 in (6,281 mm) 1973: 249.3 in (6,332 mm) 1974–76: 252.2 in (6,406 mm)
Width	79.8 in (2,027 mm)
Height	56.3 in (1,430 mm)
Curb weight	5,500–6,100 lb (2,500–2,800 kg)
Designer	Bill Mitchell

Cadillac Fleetwood Limousine (1977–1984)

Cadillac Fleetwood Limousine

Model years	1977–1984
Assembly	Detroit, Michigan, USA
Platform	D-body
Engine	425 cu in (7.0 L) L33/L35 V8 368 cu in (6.0 L) L62 V8
Transmission	3-speed TH-400 automatic 3-speed TH-350C
Wheelbase	144.5 in (3,670 mm)
Length	244.3 in (6,205 mm)
Width	75.2 in (1,910 mm)
Height	56.9 in (1,445 mm)
Curb weight	4,900–5,100 lb (2,200–2,300 kg)
Designer	Bill Mitchell

In 1977 General Motors significantly down-sized their full sized cars. The Cadillac Fleetwood Limousine rode on a 144.5" wheelbase and was powered by a 425 cubic inch (7.0L) V8. This engine was basically a de bored version of the 472/500 (7.9 L/8.2 L) V8 of previous years. Compared with the 1976 Cadillac Fleetwood 75 which it replaced, the Cadillac Fleetwood Limousine had a wheelbase 7.0" shorter and weighed about 900 lb (340 kg) less.

The 425 cu in (7.0 L) engine, a reduced bore 472, was further debored for 1980-1981 to 368 cubic inches or 6.0 liters. For 1981, the 368 was provided with a modulated displacement system designed by Eaton Corporation, controlled by a digital computer, which locked off intake and exhaust valves to two or four of the eight cylinders, thus running effectively as a V6 or V4 under light load conditions where in third gear, and over 35 mph (56 km/h). This engine was called the "V8-6-4", and its electronics and sensors proved troublesome and, except for limousines, this engine was dropped after 1981. The engine's controls and sensors were a stretch for the computer power of the era.

Both the 425 and 368 are small-bore versions of the durable 472 (which was introduced in late 1967 for the '68 model year). The larger 500 had the 472's bore but a longer stroke. This engine family was the last Cadillac cast-iron engine, and the last 'big-block'.

1985–1987

Eleventh Generation

Model years	1985–1987
Assembly	Detroit, Michigan, USA
Layout	FF layout
Platform	C-body
Engine	4.1 L HT-4100 V8
Transmission	4-speed TH-440-T4 automatic 4-speed 4T60
Wheelbase	134.4 in (3,414 mm)
Length	218.6 in (5,552 mm)
Width	71.7 in (1,821 mm)
Height	55.0 in (1,397 mm)
Curb weight	3,700–4,000 lb (1,700–1,800 kg)
Designer	Irv Rybicki

A new front wheel drive C-body platform was introduced in 1985. The Series 75 briefly made its return on this platform, stretched by 23.6" to a wheelbase of 134.4". The aluminum 4.1 L HT-4100 V8 was used to power the last generation of Series 75.