Uploaded February 2025 | Updated September 2026, 2 weeks ago
This video features the beginning of the buildup of the new engine for my 1971 Oldsmobile Cutlass S. It will be a 482 cubic inch displacement Oldsmobile V8 based on a 455 block and an Oldsmobile 425 steel crankshaft. This video features an interview with Smitty of M&J ProFormance, the engine builder. We discuss the major shortcomings of the Oldsmobile big block V8s, and some of the critical things that provide for a solid foundation with respect to the block for building a strong bottom end with good oiling.
0:20 A quick review of what has already been done to my 1971 Cutlass S and what I want out of the new engine
3:23 How we achieve 482 cubic inches 4:20 Sonic checking the block quickly explained
4:44 Offset grinding the 425 Olds crank explained
5:57 Camshaft choice & specs
6:55 Showing the engine Smitty built for my 1986 Cutlass in the early 2000s 7:32 Start of interview with Smitty of M&J Proformance
7:55 His experience with Oldsmobiles & professional background
11:03 My experience with a 455 Smitty built in 2002-2003
11:55 The unique weaknesses in Oldsmbiles to overcome
12:36 What is "bearing speed"?
14:04 Why offset grinding the crank is helpful
15:19 The basics of how you achieve the bearing clearances you desire
15:57 My previous experiences with 455s destroying the rod bearings
16:19 Smitty's recomendations for main and rod bearing clearances for a street engine
17:32 The difference between fully grooved and 3/4 grooved racing main bearings
18:50 Bearing clearance recomendations when using 3/4 groove race bearings & oil recomendations
19:54 Standard vs Dura-Bond O-6 camshaft bearings & oil wedge vs load
21:19 The machining details that help Olds big blocks thrive
21:41 Smitty's 4 bolt main bearing cap conversion kit for Oldsmobiles & their history & how they are installed
24:04 Why Smitty uses the 4 bolt main vs Bedplates & Girdles
25:27 The rear main cap & the availability of a billet one from Performance Driven Design (PDD)
25:42 How my block's main bearing mating surface and the pan rails were warped, and why it doesn't hurt the final product
27:12 How the main bearing bores are resized and even shrunk down in size without moving the centerline of the crankshaft up higher into the block
28:14 What the real secret to get Oldsmobile big blocks to live is, because it's not really which parts you throw into the engine
27:07 Quickly discussing why enlarging the smallest oil passage scares many people or is overlooked (this will be explained in DETAIL in the NEXT video, Part 2!)
30:36 Why Smitty stepped away from building and racing Oldsmobiles, and what he's willing to take on now and what he can't do
32:48 Showing the new custom forged Diamond pistons (the specs shown at 34:01)
33:06 How I know the engine in my car is not the original 350 (aside from the previous owners telling me this)
34:34 A quick view of the starting point of the new aluminum cylinder heads
35:35 A quick view of the new offset ground 425 steel crank
36:08 What to expect in the near future from my Channel
36:46 Outro with a quick video from 2002 from inside my 1986 Cutlass with the 455 (Edelbrock dual plane intake, 224°/234° .496"/.520" lift cam) & 2004R & 3.73 gears
Other related videos:
"1971 Cutlass Ep 17 Holley TERMINATOR X MAX STEALTH Install!":
youtu.be/XidmosGTy1g
"1971 Cutlass Ep 21 EFI & 4L80E: 5 MISTAKES Installing them!":
youtu.be/0TSinN-YDAU
"1971 Cutlass The Rebuild START to FINISH!":
youtu.be/3eceUHlFWBg
This video features the beginning of the buildup of the new engine for my 1971 Oldsmobile Cutlass S. It will be a 482 cubic inch displacement Oldsmobile V8 based on a 455 block and an Oldsmobile 425 steel crankshaft. This video features an interview with Smitty of M&J ProFormance, the engine builder. We discuss the major shortcomings of the Oldsmobile big block V8s, and some of the critical things that provide for a solid foundation with respect to the block for building a strong bottom end with good oiling.
0:20 A quick review of what has already been done to my 1971 Cutlass S and what I want out of the new engine
3:23 How we achieve 482 cubic inches 4:20 Sonic checking the block quickly explained
4:44 Offset grinding the 425 Olds crank explained
5:57 Camshaft choice & specs
6:55 Showing the engine Smitty built for my 1986 Cutlass in the early 2000s 7:32 Start of interview with Smitty of M&J Proformance
7:55 His experience with Oldsmobiles & professional background
11:03 My experience with a 455 Smitty built in 2002-2003
11:55 The unique weaknesses in Oldsmbiles to overcome
12:36 What is "bearing speed"?
14:04 Why offset grinding the crank is helpful
15:19 The basics of how you achieve the bearing clearances you desire
15:57 My previous experiences with 455s destroying the rod bearings
16:19 Smitty's recomendations for main and rod bearing clearances for a street engine
17:32 The difference between fully grooved and 3/4 grooved racing main bearings
18:50 Bearing clearance recomendations when using 3/4 groove race bearings & oil recomendations
19:54 Standard vs Dura-Bond O-6 camshaft bearings & oil wedge vs load
21:19 The machining details that help Olds big blocks thrive
21:41 Smitty's 4 bolt main bearing cap conversion kit for Oldsmobiles & their history & how they are installed
24:04 Why Smitty uses the 4 bolt main vs Bedplates & Girdles
25:27 The rear main cap & the availability of a billet one from Performance Driven Design (PDD)
25:42 How my block's main bearing mating surface and the pan rails were warped, and why it doesn't hurt the final product
27:12 How the main bearing bores are resized and even shrunk down in size without moving the centerline of the crankshaft up higher into the block
28:14 What the real secret to get Oldsmobile big blocks to live is, because it's not really which parts you throw into the engine
27:07 Quickly discussing why enlarging the smallest oil passage scares many people or is overlooked (this will be explained in DETAIL in the NEXT video, Part 2!)
30:36 Why Smitty stepped away from building and racing Oldsmobiles, and what he's willing to take on now and what he can't do
32:48 Showing the new custom forged Diamond pistons (the specs shown at 34:01)
33:06 How I know the engine in my car is not the original 350 (aside from the previous owners telling me this)
34:34 A quick view of the starting point of the new aluminum cylinder heads
35:35 A quick view of the new offset ground 425 steel crank
36:08 What to expect in the near future from my Channel
36:46 Outro with a quick video from 2002 from inside my 1986 Cutlass with the 455 (Edelbrock dual plane intake, 224°/234° .496"/.520" lift cam) & 2004R & 3.73 gears
Other related videos:
"1971 Cutlass Ep 17 Holley TERMINATOR X MAX STEALTH Install!":
youtu.be/XidmosGTy1g
"1971 Cutlass Ep 21 EFI & 4L80E: 5 MISTAKES Installing them!":
youtu.be/0TSinN-YDAU
"1971 Cutlass The Rebuild START to FINISH!":
youtu.be/3eceUHlFWBg
