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(aka- Pure-Olds-Power for our 10-second Cutlass.)

Some of you may remember that we ran some pictures of Nick Jeffrey’s Olds Cutlass I was driving for him in S/Pro the last couple seasons. Well, he is a tried and true Oldsmobile man. The Olds small-block ran some pretty impressive 10.60s with iron heads and a car weight of a little over 3200 lbs.

He has now seen fit to give the little Olds some more power. Working with Tom Hestness at R&S Racing in Albert Lea, MN and with support from Comp Cams, Nick and Tom started planning this engine project out last summer.

What you will see in this article is some very detailed engineering work, some great machine work, some excellent part selection and hopefully a 9-second time slip! That would be kool. The question will be; can we keep the rear bumper from dragging?

R&S Racing decided the Oldsmobile diesel-block Nick had used the last few seasons was in great shape and needed only a slight overbore to 4.190”. Of course it was accomplished with a torque plate installed for both boring and honing. Tom will fill the cylinders with custom made 600-gram Diamond pistons that have coated skirts and a .043-.043-3.0mm ring package. Between Tom and Nick they figured the 40 year-old cast crankshaft was probably due for retirement, but when it comes to Oldsmobile crankshafts your choices are pretty limited. They decided not to trust a reworked stock crankshaft, and the choice was made to get the best possible crankshaft. They chose Bryant Crankshafts to build the 3.850 stroke crankshaft that also features 2.500” main bearings thanks to special main bearing spacers built by BTR Performance in Rochester, NY. The bottom-end of this powerful small-block Olds is held together with a set of Pro-Gram Engineering billet main caps and ARP main studs.

The connecting rods are Carillo’s Comp Star steel rods that come in at 6.200” long with .927” pin, 2.000” crank pin and weigh in at 602 grams.

Bill Travato, owner of BTR Performance in Rochester, NY was called upon to machine the block to accept lifter bore bushings and reduce the lifter bores from .921” to a more common .842” for the Comp Cam Hi-tech roller lifters. He also machined the rear main cap and block to accept a big block Chevy rear main seal that will pay dividends by providing less drag and a better seal if a vacuum pump is installed.

Finishing off the short block is a Comp Cams roller cam, lifters and pushrods that will actuate the valves on a set of aluminum Oldsmobile heads from Rocket Racing in Waterford, WI. The heads flow 334 cfm @ .700” and the exhaust came in at 247 cfm @ .700” lift. Comp Cams 1.500” roller springs and 10-degree titanium retains will hold the valve-train together, along with a set of Harland Sharp rocker arms.

The assembly is being finished up as I write this article and the engine will be taken to the dyno in a week or so. Will it make 700 HP? We will find out in the next article on “Oldsmobil-ology”.

Next month we will go over what it takes to get that power to the ground and the front of the car in the air. We will take a look at a new shifter from TCI, the suspension package, and transmission details.

Stay tuned, you are about to become an Oldsmobile fan… and this one is “Daddy’s Oldsmobile”.

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