Mike the most recent stuff I've posted on the 1-ton project is on my
Maxwell Garage site. I'm trying to move all my project stuff there from the OldSub site as if that matters to anyone but me...
I too have read much of what is on the HAMB about Cadillac motors and I check stuff at a number of Cadillac forums too. My current plan is to run a dead stock '74 or '76 (I have both) 500 with HEI and the stock carb. The '74 motor has the Eldorado oil pan and I may have to move it depending on which motor I actually use. I've not yet built mounts and have only mocked the motor up in place to check fit. Right now its on the floor ten feet away from the frame.
I'm not sure what to tell you about the IFS install. The '72 is not a four-wheel-drive. In those years 4x4 were all live axle designs on full size Chevy trucks, the IFS version started in '88. I'm basing mine on a '72 because I have one. The '71 to '87 pickup and to '91 or '92 Suburban are all the same design.
If you look around here you'll find I started a thread trying to find anyone who has made the swap and actually drives the finished truck. Lots of people quote Steve Andereggen Jr (I may have butchered the spelling--sorry Steve) about his conversion, but he ended up selling that frame and starting over with a straight axle. Once I learned that I contacted Steve directly (he lives in Oregon) and spent some time in his shop learning what he felt were the challenges to making the conversion work.
I then tracked down another guy who has a '50 GMC 1-ton with a Cummins Diesel and an IFS similar to what I'm planning to use. I knew he drives his because I'd seen it going down the freeway. Turns out he performed the swap something like ten years ago, and has driven it to Arizona (from Washington) each winter since and to and from New Hampshire (or someplace like that) every other summer.
Rashly assuming he is telling the truth clearly the IFS conversion can be make to work correctly. Since I spent a few hours in his shop looking at various projects he has done I feel his stories are credible.
My basic summary of how to do the IFS swap correctly is to carefully locate the IFS on the old truck frame so it is setting in the same relationship to the road that it did on the donor truck. Then make sure the steering box and idler arms are both located in relationship to the IFS exactly as on the donor.
Its all easy for me to say but the truth is the frame is on blocks in my shop and the IFS is setting out back still attached to the original frame. I hope to change that in the next month or so. Unfortunately my weekends have been busy with other things recently, today I'm changing the CV joints on the wife's Subaru.
The bellhousing crossmember is not real important once I convert to IFS. I'm thinking I'll replace it with an x-member type transmission mount, that will come forward to where that crossmember is today and extend back to the existing k-member.
The trucks I've seem completed did not get the wheels completely under the fenders. Some guys have narrowed the IFS. Others have used wheels with lots of negative offset. I'm thinking I'll widen the stock fenders to cover the tires though I've not completely rejected using fenders from a big truck instead.
I originally planned to build this truck as a dually, but have changed my mind. Part of it is the front suspension issues, and part of it is that I can't find good tires that will fit the old style 18 inch dually wheels. Since I can't use those wheels I've decided to go a different direction.
I agree with your aversion to using a modern motor. I have some computer controlled cars and they are just not as fun to work on and trouble-shooting them is a pain. Someday I'll get over that, since every few years I end up with another EFI car, but this truck will be carburated for the imediate future. I do have a TBI 454 that I've considered using in this truck, but the 500 Cad seems more appropriate for an old GMC...
I need to get back out in the shop and finish the CV joint project before my wife wants her car!
