The original owner wanted a 442, but the pricetag on a 442 was a little out of reach, so this 1971 Oldsmobile Cutlass S was ordrered new with every 442 option except for the 455 Olds engine. It's got the bucket seats, 4-speed, Outside Air Induction fiberglass hood, sway bars, disc brakes... and a 350 4-barrel. It's an interesting car, and here's where the journey back to greatness begins.
This is part 9 in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". In this chapter, Trovato takes us through the process of installing the MSD Pro-Billet distributor that has been modified by FAST to work with the FAST XFI fuel injection system. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is part 8 in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". This video outlines the choice of the Edelbrock intake manifold and the installation of the FAST fuel injectors and rails. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is part 7 in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". This time, Trovato installs the roller lifters, Comp Cams pushrods and rocker arms, and shows us how to adjust them. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is part 6 in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". This time, Trovato shows us how to properly torque the Edelbrock aluminum heads using ARP fasteners and molybdenum lube. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is part 5 in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". This time, Trovato installs the custom grind Comp camshaft and Edelbrock aluminum cylinder heads. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is the fourth in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". In this installment, Trovato installs the piston rings on the pistons and installs the pistons and rods on the crankshaft. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is the third in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". In this installment, Trovato discusses rear main seals and installing JE pistons onto Lunati H-Beam connecting rods using spiral locks. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is the second in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". In this installment, Trovato covers crankshaft installation. Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
This is the first in a multi-part series covering the custom 422 cubic-inch stroker engine build performed by master engine builder Bill Trovato at BTR Performance for our turbocharged 1971 Olds project called the "S71". Although this video series features and Olds engine, the valuable, race-proven techniques shown by Trovato apply to any performance engine build.
Check out this huge Bell intercooler we stuffed in the nose of the S71 Olds. Tonight we did the first trial fitting, we've got a long way to go, but we're looking pretty good so far!
Choosing a color for your project can be tricky. Our 1971 Oldsmobile "S71" Project was originally Viking Blue with white stripes, but we wanted to jazz it up a bit with some Warp Speed Blue and Snowstorm White stripes from the DuPont Hot Hues line. In this video, we take an extra fender and spray out a test panel to see how the colors looked. We also wetsand and buff the car using the 3M Trizact Perfect-It system. Click "Read More" for photos!
Our '71 Olds Cutlass "S71" is going to make some power with the help of a 76mm turbocharger built by Bullseye Power that we got from Outlaw Turbo Motorsports . Our buddy Brett Evans came by to help with the install, and in this video, Brett takes us through the anatomy of the Bullseye Turbo and why we chose it.
Our Olds is going to be powered by a 400 + cubic inch, FAST fuel injected , Bullseye Power Turbocharged Olds engine built by BTR Performance , which means it's going to make alot of power. It also means the car is going to need a stout fuel supply to keep up with the engine. Today, we're looking at the components of our FAST Fuel System In A Box including the fuel pump, filters, regulator, y-block, and all the included wiring and fittings. We're also taking a sidebar to explain the mystery behind AN and NPT fittings and what those "dash" numbers mean. Download the Earl's Thread Size Guide here!
After almost four decades of use, the original dash in our Olds project vehicle needs help. It’s completely dried out, cracking and totally discolored. We contacted the folks at Just Dashes, in Van Nuys, CA to work their magic on the pad. If you have your original vent grilles, include them with your pad for proper fitting during restoration.
Just Dashes will grind the surface of this pad, install a new layer of closed cell, high-density foam and re-skin it in the correct Haircell grain vinyl. Most vinyl pads from the Sixties and Seventies have experienced years of foam expansion and contraction, causing he surface to crack and split. Today’s foam is more resilient and will last for many more years than the original.
Here’s an overview of the mostly hand-done restoration process, coupled with a short video demonstration on the Thermo Vacuum Forming machine doing its incredible work. If you’re interested in having your dash, and/or other interior vinyl parts restored, contact Just Dashes, 800-247-3274, www.justdashes.com . Click Read More for photos!
Sometimes the simple solution eludes you. In this case, we've been gearing up for the turbocharger install on the S71 Olds project. We've got our diesel block and new parts set aside, and we're using the original 350 engine to mock up how we want the turbo to fit in the car. We were expecting a ton of fambrication, as turbo manifolds or headers are not readily available for 1971 Olds 350 engines, and we were expecting to have to make our own. However, after studying the stock manifolds, a potential solution became apparant. From a performance standpoint, turbo cars don't seem to care if you're running headers or manifolds, the power levels are similar. And cast iron is as strong as anything when it comes to exhaust parts. We notices that the Olds manifolds had a provision for the single exhaust version cars that merges the left and right exhaust pipes together... can we use this factory style setup to build our turbo exhaust? Let's find out!
In this phase of the S71 Dash construction, we're integrating the Auto Meter volt meter, boost gauge, and stereo mounting face into the lower parts of the dash. Once the pieces were cut and fit, they were sandblasted and powdercoated, then the plastic dash was trimmed to accomodate the gauge itself. Here you can also see the 3M adhesive we used to mount the face to the original bezel in the top part of the dash. We are still seeking out the "right" indicators for the signals and high beams, but they can be added anytime before final assembly. The last part will be to have the dash pad restored by Just Dashes, then it gets assembled and wired!
The next phase in our S71 Dash Re-Do was to powdercoat the new face with Eastwood's Wrinkle Black powder coat, and the look matches the factory plastic dash pattern perfectly. Then we mapped out where to place our two remaining gauges, which meant we had to move the stock radio location over a little. We made another steel faceplate for that area designed to hold the volt meter and a newer style "DIN" sized head unit.
The stock dash face in our 1971 Olds "S71" project wasn't going to work for us. First off, the dash didn't have adequate instrumentation... it only had "idiot" lights for crucial items like oil pressure and temperature. Second, the dash just didn't look right with the 3-hole configuration and wood grain. So we decided to make a new dash face and load it with Auto Meter Ultra Lite gauges we obtained from the YearOne Speed Shop. We like large gauges, which made fitting them a trick, but we like the asymmetric look. We installed the silver faced 2 1/16" fuel gauge in the left lower corner, then added a 2 5/8" Water Temp gauge next, then a 3 3/8" Speedo and Tach, and finally a 2 5/8" oil pressure gauge. We're still adding a boost gauge and a volt meter to the hole left by the original ashtray, but that comes later. After measuring the size of the face, we plasma cut some 18 gage steel for the panel, and used Blair Holcutters and the HTP Plasma Cutter to make our holes. Tap Magic cutting fluid keeps the cutters sharp on the drill press. The last items to add will be the turn signal and high-beam indicators, and then we'll powdercoat the whole face with Eastwood's Wrinkle Black so the gauges "pop".
Here are some shots of the S71 Olds project's body being mounted back on the frame. We used a YearOne body mount hardware and bushing kit to make the body sit properly on the frame and to replace all the old, crusty bushings. Click Read More for the pictures.
The engine choice has changed a little on the Olds S71 project. It's still an Olds motor,
but we've decided to run a 350 Diesel block based engine because of its much higher strength. We sourced a
DX block from a running 1981 Olds 98 Regency and pulled it apart to see
what's inside. These pics show the internals of the Diesel block and
the large webbing and overall meatier guts of this block. It's also a
factory roller lifter setup. Below you can see the stock 350
block (gold) for comparison. The new recipe as outlined by Bill Trovato at BTR
Performance calls for an offset ground Olds 425 crank, high-strength
big block Chevy rods, custom pistons, MAHLE coated bearings, and a
trick Comp Cams valvetrain to build a 428 cubic-inch Olds stroker. We're
running Edelbrock aluminum heads and intake, an MSD ignition , and a
complete FAST EFI system on the car.
