OK - Along with the regular stuff like boiling out the block, magnafluxing, installing freeze plugs and cam bearings, and stuff like that, this was what was done:

-  Block oversized to accept new forged pistons and
   chrome moly rings.
-  line bored with main studs
-  Heads rebuilt with all hardended exhaust seats, new springs, and all
   new stainless steel valves.  New bronze guides. 
-  Melling high volume oil pump with P/U screen spot welded in place
-  New rod bolts and head bolts

-  Camshaft is a Crane Cam that states a minimum RPM range of 2000
   with power range through 5,500 RPM with valve float at 6,500.  The
   car won't idle under 2,000 RPMs, so it's about true to fashion.
-  Max. lift is .484" on the intake and .512" on the exhaust with a
   duration of 272 deg./284 deg. (int./exh.)
-  Crane lifters-  All new push rods and standard Olds valve train 
-  Timing chain is a Cloys double roller type.

-  Forged crank was original to the engine.  Required polishing.
-  Sealed power bearing set on mains and rods
-  Engine assembly was balanced
-  Fel Pro Gasket set

-  Carburetion is pretty standard.  Edelbrock Performer manifold
    that was custom port matched to the BB heads by the machine
    shop.  I wanted that to be their problem if too much material
    got taken off the manifold.
-   Used a fiber type high performance intake gasket to help
    separate the dissimilar metals. 
-   Used the holly 650 CFM double pumper that came with the car.
     This will probably be changed.
-   Mallory Unilite distributor - standard sparkplugs
-   Using a Carter aftermarket mechanical gas pump

My big mistake with the whole build up was to use the 2 speed automatic that the car was equipped with.  It just doesn't give the car the initial send off that I know that it can. The rear end is a 10 bolt with 3.08s.  My cousin and I are going to opt for the some turn key 12 bolts that we saw at the NHRA nats this summer in Seattle.  Expensive, but about the same price as the 10 bolt pumpkin that we had put in my Sons 72 Cutlass.  For Christmas, my wife and kids pitched in and I got a turbo 350 ready for it.  I have a friend that is a regular GM transmission guy, and he did a real job on it.  He wanted to know where I got the core and the honest truth is I bought it off a guy on my Vanpool for $35 bucks.  He about collapsed when I told him.  He said it was some special HD thing with all roller bearings instead of bushings, and thrust bearings instead of thrust washers - about a $200 core normally.  I didn't know - it looked like a dirty tranny from the pick a part to me.  He said it would absolutely be up to the load, and supplied me with a 2,500 stall converter for it, shift kit, commercial clutch packs, and accumulator block and some other mods all for $475.  Good guy to know.  I also have collected parts to do a full front end job with polyurethane rubber, larger sway bars front and back, and a full disk brake conversion package.  When I get this done, it's going to be like the ultimate sleeper.  I plan to kick my son's '66 442 to the moon and shut his mouth.  He thinks I'm dreaming.  We will see.  As things get along I will let you know.  Right now the engine runs sweet, so it's a good start. 

Happy New Year!   Bowser

Sounds like a nice ride.  I'd bet its a lot of fun to drive...especially once you get that th-350 in there.  

I'm a little surprised it doesnt idle better, but mine's running more cubes, and a more mild cam.  Like I mentioned earlier, I have a 350 bored to accept chevy 400 pistons (which puts displacement somewhere around 368 cubes).  Pistons are on the order of 11:1 compression, but with the B cast heads its down to about 10:1.  Its got a Crane Cams camshaft thats supposed to make power from 1500-4500 (204/216 @ .050 and .456/.488" lift).  I was still in high school when the time came to pick a cam, and my dad was pushing for something mild...so I picked the cam with the most lift I could find.  The motor also has a performer RPM intake (port matched to the heads of course) with a holley 750 vacuum secondary carb.  Its got an accel HEI distributor with GM 8mm wires.  Its got the high volume oil pump, and is also equipped with 1.6 roller tip rockers (heads where machined to accept stud mounted rockers).  Still don't have headers on it, but I'm saving up for a set of Hooker Super Comps with the ceramic coating (probably over kill, but they're so cool).  Its a blast to drive.  The thing will idle at 750 RPM with no problems.  I spent 5 years (started when I was 15) building this car with my dad and finally got it on the road at the end of this past summer.  I drove it to college for a couple months and then brought it back to finish it up (a lot of stuff isnt quite right on it yet).  Right now I'm building a TH200-4R for it.  Its going to have a similar converter with about 2400rpm of stall.  I've got to do a little work on my ten bolt (found a leaking seal earlier tonight...it was replaced before we put it in the car so I'm concerned that an axle might have been pitted).  

But anyway, thanks for posting your engines specs...its always intersting to hear about other oldsmobiles...especially small block olds.  Good luck with your project, hope you get your car to outrun your sons...fortunately I don't think my dads 94 pontiac grand prix is going to compete right now...but I'll have to get a good head start for when he gets his project.

Happy New Year.

I could probably get the idle a little better with some finer tuning, and a different carb.  Fact is that I never rebuilt the carb when I put it back into use, so it's possible that I could get it down a couple of hundred RPMs doing that.  But that cam is real loapy and is pretty big for that engine.  The heads are 80 cc, so the pistons are flat tops - probably gives me about 10:1 compression or so. I am going to stay with the stock dual exhaust manifolds for now - but the exhaust system on the car is trash.  It was a quick job done by the guy I bought the car from.  There is a great muffler place here in town - not cheap, but they will do the best job that you can get anywhere.  You may have heard of it - Austin Pro/Max.  They did the exhaust on my daughters Skylark, and my sons '72 Cutlass and the work is nice.  What year and model is your Olds?  Sounds like you are into it like me.  Like I told someone else, I have about six Oldsmobiles.  At least three are numbers matching beautiful originals.  This is my first real ground pounder and quite honestly I am having more fun.  I am doing with this car all the things that I have been doing for other people for years, and it's been pure pleasure.  The 200-4R is a good choice and my transmission guy swears by them.  He maintains that they can be built stronger than the 700-R4, and are overall a better choice.  They are also a direct replacement for the turbo 350, or the old Jetaway tranny like I am replacing.  You don't even have to change yolks on the driveline as they have the same number of splines.  I decided on the Turbo 350 because of cost (mainly) and easy changeout.  I had all the adaptation parts for the three speed too, and I couldn't return them, so that also made the choice easier.  Good luck - Bowser.

My olds is a 68 Cutlass Supreme (a lot of people confuse their Cutlass 'S' for a Supreme...this is an actual Supreme).  But I originally had a 69 Cutlass S that was a complete basket case (my parents bought me the car when I was 13...it was complete, it kinda ran, and it was $300).  We went to sand blast the floor pans, and didn't have too much left in the end.  So my dad was calling around just for parts and found a rust free 68 body.  He bought it for $750 (my parents had promised me a car...but I had to fix it up...I think it was a good deal).  From that point on we started taking good parts out of the 69 and putting them into the 68.  I ended up trading what was left of the 69 to a guy for a rebuilt TH400 that currently resides in it (not really a fair trade, but this guy used to own this car and really wanted it back).

The thing I'm most proud of is the body work...its the first time I've ever tried body work or painting a car, and it turned out pretty well considering.  I know where every mistake is...but only trained eyes are able to spot them without help.  I haven't taken any pictures of it completely done (my dad and I were up until 3AM the night before I took it down to college getting things wrapped up)...but there are a few to show the basics of what has been done at this site, http://community.webshots.com/user/bubba68cs

My exhaust consists of dual 2.5" pipe with Flowmaster 40 series mufflers.  Its loud...I was considering going to maybe a 50 series muffler to quiet it down a little bit...but I drove it the other day and decided that was a dumb idea.

I'm hoping the 200-4R holds up (this is the first transmission I've ever done)...but I'm planning on keeping the TH400 around so I should have a good backup.  You should be happy with the TH350...I really was with my 400, but I had the 200-4R laying around and mine is a daily driver in the warmer seasons, so why not use it.  I've heard those TH350's are really good trannies, though.

Yeah I'm a pretty big olds guy...I started out wanting a Chevelle, but ended up with the Cutlass...I wouldn't have it any other way now.  Its nice to drive something different.  I've also got a 1985 Delta 88 that was my grandpa's before he passed on.  I started driving it when I was 16 and drove it through winters until this year.  I'm planning on dropping a nice big block in there and having a bit of a sleeper, but money is holding that way back (seems to be a problem for most people).

Anyway, good luck on your car...it really does sound like a nice ride.