To:	oldsmobile-digest @ chebucto.ns.ca@INTERNET1
cc:	 
From:	oldsmobile-digest-owner @ chebucto.ns.ca@INTERNET1 @ ABTLAB
Date:	11/24/96 03:35:27 PM
Subject:	oldsmobile-digest V1 #380


oldsmobile-digest         Sunday, 24 November 1996      Volume 01 :
Number 380


----------------------------------------------------------------------

From: "Tracy H. Shires" <twodogs@ou.edu>
Date: Sun, 24 Nov 1996 14:07:00 -0400
Subject: Rocket Engine's and axle woe''s...

Hello Everbody, First off I wanted to state That I'm glad there's a
newsgroup for oldsmobiles.. It's seems were are a often forgotten part
of the automotivve world...


Well, I've been trying to build up a little sleeper.. A lot of my
co-wrohers have new 5.0's and Z's and I wanted too prove to them you
don't have to spend 20k to have a fast car..

I have an 81 Olds Cutlass Supreme with a 68 Rocket 350. The engine is
high compression with a 4bl - I'm still looking for the exact specs...
It is bolted to the stock TH350 for that year. It then runs through to
my stock rear differential (81)...

My problem is that the gear is a 2.22.. I would like to go with
something b/w 3.5 and 3.8... As I stated before, I'm trying to do this
car on a budget and the local transmision shops, of which only one said
they would even touch, wanted the better side of 1k to put the new gear
in.. I understand that the carrier is too small to put anything over
3.08 in. I have beeen told that they put 3.73 in the 85-87 g bodies. Did
they, and how easy would they be to find?

I was also wondering if the th-700 in this car could hold up to the
power of the old rocket, or if it would shred it to pieces.


As it stands right now,
  1/8th mile    72.3 at 10.4sec

I'm also having a problem hooking up my 245/60/14's. 60 ft time was
2.8sec

Your help is greatly appreciated!!

Thanks,
twodogs

------------------------------

From: Aaron Neumann <neumann.12@osu.edu>
Date: Sun, 24 Nov 1996 14:11:22 -0400
Subject: Awaking 455 from long sleep

The 455 I'm purchasing for my engine swap has already been completely
rebuilt.  The possible problem is that it was rebuilt 6 years ago.  It
has not been run since it's rebuild and has basically sat in the owners
garage. It has oil in it, and it still turns, but I'm not sure if the
owner periodically lubed the cylinders or anything else.

I've heard that in cases like this, gaskets and seals can dry out and
crack. Should I be concerned?  Are their any specific precautions or
tell-tale signs of danger that I can look for?

Thanks,

Aaron

 _____
|  |  |* * * * * * * * * * * * * * * *
|  |  | Aaron Neumann St. Marys, OH  *
|  |  | neumann.12@osu.edu           *
| /|\ | 72 Delta 88 Royale Conv.     *
|/_|_\|* * * * * * * * * * * * * * * *	

------------------------------

From: Aaron Neumann <neumann.12@osu.edu>
Date: Sun, 24 Nov 1996 14:11:25 -0400
Subject: Rear sway bar question

I'm a little confused.  How does a rear sway bar work on a car with a
solid rear axle?  I understand the concept of a sway bar, and I
understand how they work to minimize body roll in the case of an
independent suspension, but it seems that a sway bar would be pointless
when used in conjuntion with a solid rear axle.

I'm not confusing a rear sway bar with a Panhard bar or Watt's linkage,
am I? A panhard bar/watt's linkage locates the rear axle to the chassis,
which makes more suspension sense than a sway bar that would locate one
end of the axle to the other.  Since a solid rear axle is indeed solid,
one end can never move independent of the other, which would seem to
eliminate the need of a "sway bar" as I know it.

Thanks,

Aaron

 _____
|  |  |* * * * * * * * * * * * * * * *
|  |  | Aaron Neumann St. Marys, OH  *
|  |  | neumann.12@osu.edu           *
| /|\ | 72 Delta 88 Royale Conv.     *
|/_|_\|* * * * * * * * * * * * * * * *	

------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 24 Nov 1996 14:27:35 -0400
Subject: Re: 455 running hot

At 05:59 AM 11/19/95 -0400, you wrote:
>I own two 442's, A 1970 and A 1971.  Both cars will run hot in the
summer time when >tempetures get to 98 to 108 degrees. Both cars have
factory four core radiators,A 50% >coolant concentration, correct water
pumps for axle and engine combinations. The 70 has >A 3:42 and the 71
has A 3:23 axle.  The radiators are clear, I pulled the tanks on both
>ends myself to verify that ALL tubes were clear. >   My problem comes
in when I'm driveing freeway speeds 60 to 70 mph. air >conditioning on.
It takes about 40 minutes of driveing to get the engine temp to just
>under the boiling point.  The problem comes in when I have to slow down
to very low >speeds,(stuck in traffic-pull into parking lots),the
coolant boils. >   I have used high piched fan blades and non thermal
lock up fan cluthes. The a.c. >condensor is clean and all factory
shrouds are in place. The engines are in good >mechanical condition. I
rebuilt the engines myself,blocks were hot tanked all water >jackets
are clean. >The engines were built back to factory specs. std. bores. >
If I reduce speeds down to 45 to 55 mph the engine will cool down within
10 to 15 >minutes and all is ok. The 3:23 axle car will last longer
than the 3:42 axle car. >   I have tried to keep these cars as they were
from the factory.  This running hot >situation has got me baffled. When
temps cool down to lower 90's no problems. The axle >ratio seems to be
the problem.  The higher the ratio the more intense the problem gets. >
Any ideas as to where I am overlooking the problem? > > Questions:

1. By boiling over, do you mean you are actually getting fluid loss?

        1.A. If so where?

        1.B. If not, explain further.

2. The temp. should get to just under the boiling point a lot quicker
than 40 minutes of high speed driving.

        2.A. What is the pressure rating of your radiator cap(s)?

        2.B. What is the opening temperature of the thermostat(s)?

There are a number of 'off the cuff' possibilities here.  A couple are
easy, and some not so.  But the real perplexity is that you have two
cars doing the same thing.

The easy: the thermostat or cap or both are bad.  Not so easy: the
pressure cap to thermostat ratio is unsatisfactory?  T'stat of too high
a temp. for the cap; pressure too low for t'stat.  And it just takes 40
minutes for the heat to build up.

Another easy: the water pump is bad or cavitating.  The effect of bad is
obvious, run a waterpump too fast and it will cavitate instead of moving
the water thru.

Another easy: a hose is colapsing, pinching off water flow.

The not so easy, an overlean fuel condition.  Exhaust and oil related
problems.  Remember, 2/3rds of the heat goes out the exhaust and into
the oil.

Fully equipped airplanes with recips have a carb. control that
automobiles do not.  The mixture can be hand manipulated from the
control panel.  The pilot can check on the amount of lean/rich mixture
with an exhaust temperature gauge.  If the temp goes up, the mixture is
too lean. Conversly, over rich will tend to run the engine cooler.

Just some ideas, and by no means all of them.

The Wiz
Oldsmobilist

------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 24 Nov 1996 14:38:10 -0400
Subject: Re: Winter Storage Question

At 01:10 PM 11/24/96 -0400, you wrote:
>Hey all,
>
>I have my 80 442 up for the winter in my garage and have a few
questions. >Should it be put on jackstands to avoid hurting the tires?
If the tires sit >still for 4 months won't it put alot of stress on the
one area touching the >ground? What about the oil, antifreeze? Change
it, drain it, or what? I have >the battery unhooked to avoid the clock
running it down. >- - - - - - - - - - - >Jason Labay  Akron, Ohio
(z28cfi@gwis.com) or (jlabay@kent.edu) >93 Z/28......Patriot Red, A4,
G92(3.23), PEG2 a real muscle car...bone stock! >80 Olds 4-4-2  W-30 (
Actually a 4-3-1 W-30  in reality)..a pretend muscle car >75 Hurst/Olds
W-25.....restoration project that is currently up for $sale$ > > > It's
best to move the car, ie, drive it once or twice a month.  Get it hot
enough to dry out the accumulation of excess water, and the water that
accumulates in the exhaust at start up.  It doesn't hurt to jack it up
between drivings.  The military changes the oil every six months whether
a vehicle moves or not.  Their concern is that the oil will oxidize!  Of
course their equipment may sit for two years, and need to be started up,
and run to the airplane, and then go into combat (where it is expected
to operate flawlessly) 24 hours later; so their commitment is a little
different.

One trick of years ago, was to replace the air in the tires with
Nitrogen. Which probably wouldn't hurt.

If you let it set all winter, remove the battery and keep it off a
concrete floor (even if this is an old wives tail, even olds wives tails
have their root in truth).  Put a trickel charger on it.  Jack up the
car at the proper places.  Have the fuel tank completely full, a less
than full condition leaves an airspace for water to condense inside the
tank.  Change the oil in the spring before the driving season, and new
antifreeze every year is recommended, and the best time to put it in, is
just before long term storage, not after.  You have the advantage of
storage with all of the anti-freezes additives in unused condition.

I'm sure this is going to get some rebuttle, which it deserves, but it
comes from some experience.

Cliff Feiler
Oldsmobilist

------------------------------

From: oldsman <oldsman@innercite.com>
Date: Sun, 19 Nov 1995 09:24:00 -0400
Subject: 455 running hot

My name is Russ Jones. I am in the Olds.442  hobby deep. Actually I
 have done several down to the bare body core restorations.  This hot
running problem has been persistent in all of the vehicles. I have
water pumps with original equipment cast numbers that are for the
performance axle aplications installed and still run hot under severe
heat conditions only.
   My next move is to replace existing radiators with an after market
high performance staggard tube core. I'll solder  baffles in the side
tanks to divert the coolant flow to "zig zag" down through the core.
The idea is to pass the coolant through the core back and fourth three
times before going back to the block.
    The problem that I have withthis modification is the factory did't
produce anything like this.  I am ASSuumeing the cars didn't overheat
when they were new under these severe hot days. What am I missing here?
I have litte doubt that this after market radiator will probably solve
the problem.
     Vacuum advance,mechanical adv. and innitial timeing have been
verified a couple of times. Water pump cavitation might be A
possibility but hard to verify when cooling system is 220 to 230 deg.
under pressure. I'll go down to International truck garage and get some
antifoaming special blend coolant and try it. It wont be untill next
summer intill I can truley duplicate heat conditions.
     Any other sugestions out there?

------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 24 Nov 1996 14:55:49 -0400
Subject: Re: Rocket Engine's and axle woe''s...

At 02:07 PM 11/24/96 -0400, you wrote:
>
>Hello Everbody, First off I wanted to state That I'm glad there's a
>newsgroup for oldsmobiles.. It's seems were are a often forgotten part
of >the automotivve world... > > >Well, I've been trying to build up a
little sleeper.. A lot of my co-wrohers >have new 5.0's and Z's and I
wanted too prove to them you don't have to >spend 20k to have a fast
car.. > >I have an 81 Olds Cutlass Supreme with a 68 Rocket 350. The
engine is high >compression with a 4bl - I'm still looking for the exact
specs... It is >bolted to the stock TH350 for that year. It then runs
through to my stock >rear differential (81)... > >My problem is that the
gear is a 2.22.. I would like to go with something >b/w 3.5 and 3.8...
As I stated before, I'm trying to do this car on a budget >and the local
transmision shops, of which only one said they would even >touch, wanted
the better side of 1k to put the new gear in.. I understand >that the
carrier is too small to put anything over 3.08 in. I have beeen >told
that they put 3.73 in the 85-87 g bodies. Did they, and how easy would
>they be to find? > >I was also wondering if the th-700 in this car
could hold up to the power of >the old rocket, or if it would shred it
to pieces. > > >As it stands right now, >  1/8th mile    72.3 at 10.4sec >
>I'm also having a problem hooking up my 245/60/14's. 60 ft time was
2.8sec > >Your help is greatly appreciated!! > >Thanks, >twodogs > >
Generally the easiest way to change out a ring and pinion for a ratio
change is to change the entire rear axle assembly.  And fortunately for
GM car owners there is a modicum of interchangeability between axle
assemblies. Junk yard dogs usually have interchange manuals, and can
tell you if the entire axle assembly will fit.  You will need to scout
out a GM car, generally of the same body, (my personal experience with
this is entirely with B bodies) determine the axle ratio, check the
interchangeability, and if good go.  It is usually much less expensive
than a ring and pinion change out too.

When you change the rear axle ratio, you must also change the speedo
drive pinion, if you want something to register on your speedo that
actually represents the velocity you are moving!

And I wouldn't run 14" rims on my mother's only going to church car.
15" is better and 16" is better still.  You reduce the problem of
slipping the wheel in the tire when you go to bigger rim diameters.
Also 15" is easy, bigger maybe not so...

The Wiz
My feet hurt too.

------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 24 Nov 1996 14:57:32 -0400
Subject: Re: Awaking 455 from long sleep

At 02:11 PM 11/24/96 -0400, you wrote:
>The 455 I'm purchasing for my engine swap has already been completely
>rebuilt.  The possible problem is that it was rebuilt 6 years ago.  It
has >not been run since it's rebuild and has basically sat in the owners
garage. >It has oil in it, and it still turns, but I'm not sure if the
owner >periodically lubed the cylinders or anything else. > >I've
heard that in cases like this, gaskets and seals can dry out and crack.
>Should I be concerned?  Are their any specific precautions or tell-tale
>signs of danger that I can look for? > >Thanks, > >Aaron > > _____ >|
|  |* * * * * * * * * * * * * * * * >|  |  | Aaron Neumann St. Marys, OH
* >|  |  | neumann.12@osu.edu           * >| /|\ | 72 Delta 88 Royale
Conv.     * >|/_|_\|* * * * * * * * * * * * * * * *	 > > > If your
concerned, the cork or neo-cork gaskets are the ones that cause the most
problems,r eplace them.  It isn't too dificult, and may just be worth
the peace of mind.

The Wiz

------------------------------

From: oldsman <oldsman@innercite.com>
Date: Sun, 19 Nov 1995 09:51:23 -0400
Subject: 455 running hot

The cap is 16 psi. 180 stat. If I don't watch the temp gauge and don't
drive the car right, it will boil coolant out of the recovery tank.  I
have installed a diesel oil filter adaptor which provides me with oil
cooler in and out lines.  I have installed an air to oil cooler.  This
helped the situation a lot, but still will over heat at prolonged high
speed driving in severe hot temps. (95 and up).  The oil cooler went on
the 70.  As far as lean fuel goes, I am running hydrocarbons at 120 ppm;
CO at 1.5%; 02 at about l.5%; and C02 is about 12.5%.  I own a Sun four
gas analyzer.

------------------------------

From: Glenn Connors <gpc442@buffnet.net>
Date: Sun, 24 Nov 1996 10:41:23 -0400
Subject: Re: 455 running hot

At 05:59 11/19/95 -0400, you wrote:
>I own two 442's, A 1970 and A 1971.  Both cars will run hot in the
summer time when >tempetures get to 98 to 108 degrees. Both cars have
factory four core radiators,A 50% >coolant concentration, correct water
pumps for axle and engine combinations. The 70 has >A 3:42 and the 71
has A 3:23 axle.  The radiators are clear, I pulled the tanks on both
>ends myself to verify that ALL tubes were clear. >   My problem comes
in when I'm driveing freeway speeds 60 to 70 mph. air >conditioning on.
It takes about 40 minutes of driveing to get the engine temp to just
>under the boiling point.  The problem comes in when I have to slow down
to very low >speeds,(stuck in traffic-pull into parking lots),the
coolant boils. >   I have used high piched fan blades and non thermal
lock up fan cluthes. The a.c. >condensor is clean and all factory
shrouds are in place. The engines are in good >mechanical condition. I
rebuilt the engines myself,blocks were hot tanked all water >jackets
are clean. >The engines were built back to factory specs. std. bores. >
If I reduce speeds down to 45 to 55 mph the engine will cool down within
10 to 15 >minutes and all is ok. The 3:23 axle car will last longer
than the 3:42 axle car. >   I have tried to keep these cars as they were
from the factory.  This running hot >situation has got me baffled. When
temps cool down to lower 90's no problems. The axle >ratio seems to be
the problem.  The higher the ratio the more intense the problem gets. >
Any ideas as to where I am overlooking the problem? > >
    Have you checked radiator hose condition?  Lower hose, especially
type without
 the coil inner support, can collapse at higher speeds restricting flow.

Glenn
'69 4-4-2

------------------------------

From: Lloyd Culp <bculp@hiwaay.net>
Date: Sun, 24 Nov 1996 22:02:51 -0400
Subject: Re: 455 running hot

oldsman wrote:
>
> I own two 442's, A 1970 and A 1971.  Both cars will run hot in the
summer time when > tempetures get to 98 to 108 degrees. Both cars have
factory four core radiators,A 50% > coolant concentration, correct water
pumps for axle and engine combinations. The 70 has > A 3:42 and the 71
has A 3:23 axle.  The radiators are clear, I pulled the tanks on both >
ends myself to verify that ALL tubes were clear. >    My problem comes
in when I'm driveing freeway speeds 60 to 70 mph. air > conditioning on.
It takes about 40 minutes of driveing to get the engine temp to just >
under the boiling point.  The problem comes in when I have to slow down
to very low > speeds,(stuck in traffic-pull into parking lots),the
coolant boils. >    I have used high piched fan blades and non thermal
lock up fan cluthes. The a.c. > condensor is clean and all factory
shrouds are in place. The engines are in good > mechanical condition. I
rebuilt the engines myself,blocks were hot tanked all water > jackets
are clean. > The engines were built back to factory specs. std. bores. >
If I reduce speeds down to 45 to 55 mph the engine will cool down within
10 to 15 > minutes and all is ok. The 3:23 axle car will last longer
than the 3:42 axle car. >    I have tried to keep these cars as they
were from the factory.  This running hot > situation has got me baffled.
When temps cool down to lower 90's no problems. The axle > ratio seems
to be the problem.  The higher the ratio the more intense the problem
gets. >    Any ideas as to where I am overlooking the problem?

Oldsman (do you have another name?),

Other checks to make are the radiator cap pressure (14 lb) & a pressure
check on the system (it must hold that pressure).  Also collapsing hoses
as the engine accelerates.  Is the heat riser working?  Isa your
thermostat a 180 degree type & working properly (not staying closed at
times)?

Bill Culp
Decatur, Alabama

------------------------------

From: "Paul R. K. Kuromoto" <suntzu@opihi.ohana.com>
Date: Sun, 24 Nov 1996 16:18:26 -0400
Subject: Re: fastest olds

I would venture to say that that title belongs to Chris Urban, although
I've never seen this question posed listwide.  I'm interested to know
who it is...

------------------------------

From: oldsman <oldsman@innercite.com>
Date: Sun, 19 Nov 1995 11:08:24 -0400
Subject: 455 running hot

First thank you all for takeing time to help me.
   I just went out and checked the 70's lower hose. There is a spring in
 it.  The spring is holding the hose open all the way from rad to water
 pump.
   What has me really thinking is the cavitation concept from the water
pump impeller speed. All the drive pulleys are correct for 1970 and the
water pump is for a 1970 w/air cond. H.D. cooling OAI. Cast. no.308847.
Now that cast number is O.E.M.  I installed a TRW water pump n. FP1395.
 I do not recall actually checking to see that the impellers were the
same diameter.  I believe I did, and they were the same because I still
have an oem. water pump out in the shop to check it by.  In fact, I
have several oem water pumps I keep around to verify authenticity of
after market pumps.
   I do not see how the cavitation condition could exist here.  I have
not actually put a clear hose inline with the radiator output to see if
a foaming condition exists.  I may just do that.

------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Sun, 24 Nov 1996 16:41:04 -0400
Subject: Re: (RE) Re: W-30 Intake or not?and headers

>As for Headers, Hooker supercomp 1 and 7/8 headers will go on without
>moving your brake lines.  They cost about 319.00 from Super shops.
>add another 180.00 for ceramic coating.

Summit has Hooker Super Comp headers for $251.95 a pair "for most
applications".  Ceramic coating is $175.00.

- --
Dave Paulison                  1969 Oldsmobile Cutlass Supreme
Melbourne, Florida             1993 Mitsubishi Eclipse GS
dpauliso@gate.net

------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Sun, 24 Nov 1996 16:44:11 -0400
Subject: Re: Another Newbie

>Hi fellow Olds Fans,

Hi, welcome to the Olds mailing list!

>I've owned several Oldsmobiles through the years.

Tell us about the others...

>My finest was a 1972 98
>Regency 4-door hardtop.  Apparently, this model was very limited
production >for 1972, though it became a regular production model in
later years. >My car was gold in color >with a black vinyl top and black
velour interior.  It had a 455 with factory >dual exhausts & also a
traction-lock differential.  Wish I still had this >car!

Sounds like it was a nice car.  My brother-in-law had a '65 98, and it
was really quite a luxury car! - -- Dave Paulison                  1969
Oldsmobile Cutlass Supreme Melbourne, Florida             1993
Mitsubishi Eclipse GS dpauliso@gate.net

------------------------------

From: <ljbeck1@facstaff.wisc.edu>
Date: Sun, 24 Nov 1996 17:05:03 -0400
Subject: Re: 400 C.I. V8 in 1975???

In message Sun, 24 Nov 1996 13:10:00 -0400,
  Daniel Gulino <gulino@bobcat.ent.ohiou.edu>  writes:

> Drew,
>
> I think engine was made by Oldsmobile.  Olds didn't start secretly
> sticking Chevy engines into its cars until later in the decade.  The
455 > was the standard engine in the '75 Custom Cruiser, Ninety-Eight,
and > Toronado.  The 400 was a lower cost alternative option in the
Custom > Cruiser and Ninety-Eight.  The 455 was the only engine
available in the > Toro. > > The 350 was the standard engine in the
Cutlass Cruiser/Vista Cruiser, > Delta 88, and Delta 88 Royale.  The 400
was not the standard engine in > anything.  It was an option in the
Delta 88 and higher lines, although > my experience has been like yours
in that I've never > seen nor heard of any '75 Delta 88 that didn't have
either the 350 or 455.

Thanks for the info, Dan.  It's funny that Olds brought out the 400
again for just that one year.  I remember when the 403 appeared for '77,
I thought, "Hmmm, wonder if this is the same engine that they used back
in '75?"  Of course, the 403 had the shorter deck height of the 350,
rather than the taller deck of the '68 - '69 400 which shared the stroke
measurement with the 455 (4.25", wasn't it?).

Drew

------------------------------

From: <ljbeck1@facstaff.wisc.edu>
Date: Sun, 24 Nov 1996 17:04:34 -0400
Subject: Re: Another Newbie

In message Sun, 24 Nov 1996 15:51:30 -0400,
  Lloyd Culp <bculp@hiwaay.net>  writes:
>
> Drew,
>
> Welcome.  We need a few big Olds guys & gals here.  It seems that
> Toronados are ruling the world (taking over, that is).
>
> Bill Culp
> Decatur, Alabama
>
 Of course, Toronados aren't exactly dinky!  We had a 1970 Toro for
awhile; all black inside and out.  Very nice car but my mom hated it
because it was a 2-door.  She made my dad trade it in for a Buick
Electra sedan.  That was a nice car, too, but certainly not as sporty or
cool-looking as the Toro.

I've always liked the big cars from Olds.  Early '70s Custom Cruisers
were fabulous, as were the 88s & 98s.  One of my favorite big Olds of
all times was a new 1975 88 sedan I came across at a dealership.  It was
a "stripper", as 88s go, with blackwall tires and dog-dish hubcaps.  It
had no power options, but it was equipped with heavy duty suspension and
the 455 V8.  Since it was white, it seemed a lot like a cop cruiser,
though I don't think Olds produced squads in those years.  I wanted to
buy it, but we had the '72 Regency at that time and it didn't make sense
to trade it a luxury cruiser for this bare-bones sedan.  Another one
that got away.

Drew

------------------------------

From: Kent Smith <websmith@ix.netcom.com>
Date: Sun, 24 Nov 1996 17:16:58 -0400
Subject: RE: oldsmobile-digest V1 #373

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Number 373


- ----------------------------------------------------------------------

From: Dennis W Johnson <dwjohnso@sunbird.usd.edu>
Date: Tue, 19 Nov 1996 19:49:33 -0400
Subject: Re: Re[2]: 442 Station Wagons?

On Tue, 19 Nov 1996 JPADA@hqgate.orbital.com wrote:
> Back in the mid-sixties, when 4-4-2's and Vista Cruisers were new,
> the long extinct Car Life magazine outfitted a VC as a 4-4-2 and
> then went out looking for people to pick on.  I don't believe I
> have that particular issue anymore tho, as friend Ron, Starfire
> addict, wanted it.  One could look it up though.  The car was
> called "Wonder Warthog" or some such nice name.      dj
>=20
>           Car and Driver did this with a 68 VC.  Added a 455 and
>           the rear stabilizer bar.  Called it Son of Boss Wagon=20
>           (Boss Wagon 1 was a 66 Fury wagon with a Hemi but no=20
>           handling mods).  Also, Road and Track tested a 70 VC to
>           which Olds had added a W-30 motor, W-25 hood, and FE2
>           suspension.  The woodgrain was deleted and the car painted
>           Rally Red with the W-30 stripes.
>           Joe Padavano  jpada@hqgate.orbital.com
>           66 442, 68 W-30. 69 H/O, 70 W-30

Car and Driver magazine bought out Car Life magazine somewhere in that
time frame.  I cannot say you are correct or incorrect, but suspect=20
that you are right as to Car and Driver doing this.  However, Ron did
not get Car and Driver and when Car Life folded he was really bummed.
He kept the issues for years, finally giving them to me...except the
issue on the Wonder Warthog.
I should ask him to look it up.
dj

- ------------------------------

From: "KURT W MANNING" <MANNINGK@mailserv1.ferris.edu>
Date: Tue, 19 Nov 1996 20:06:20 -0400
Subject: Re: OK, Kurt, what is up over there in Michigan

well whats up over here is that for a practical joke my mail system=20
was forwarded so much mail that it quit filing.
the files have since been deleated but send out mail if anything else=20
goes screwy and the other guys up here at FSU will let me know.

Kurt
85 Cutlass :)
with a 231 Buick :(

- ------------------------------

From: Brad Bowles <wolds@napanet.net>
Date: Tue, 19 Nov 1996 20:10:46 -0400
Subject: Re: 1970 cutlass engine swap

Marc Westerlind wrote:
>=20
> Hi everyone...
>=20
> I am still kinda new here so I figured i would introduce myself - My =
name is Marc Westerlind, I am from Douglas MA, I am 18 years old,
Blah=20 blah blah, I work a >=20 > Anyway the original 350 is getting a
little tired after 150K miles. I = want to turn the car into a serious
street machine - only to be driven=20 to friday night cr >=20 > Here are
my questions: >=20 > 1. Will a 455 bolt right in? I unserstand I might
need new motor = mounts (the rubber ones) but I DO NOT want to have to
do any hacking of=20 the frames motor mount >=20 > 2. Will the TH350
bolt to it? I was planning to get and olds 455 like = a 1968-1970 model.
>=20 > 3. Would I need any modifycations besides maybe new heavier duty
= springs? (I am currently getting ready to rebuild the front end
anyway) >=20 > 4. The TH350 probably wont last to long before it
grenades right? The = 350 currnetly has an estimated 360-380 flywheel HP
and I would like the=20 455 to have high >=20 > thanks a ton >=20 > Marc
Westerlind

I'm not sure what you need to do, but I do know that it will fit.
You=20 will need a race prept TH400 for high performance racing, along
with=20 12 bolt posi, big rear tires, and lots of money.  Then you can
race me!=20 	If you REALLY need a 455 block, I have one avalable in
good=20 condition for under $200.  Not much 455 parts on it(ie heads,
exhaust=20 manifolds, etc.) but the crank, and in intake and 4V
quadrajet.  It=20 should run.  anyway  let me know if you need it. 	I'm
17 and I have a '70 442 with a 455, TH400 (wish it was a=20 4-speed), 12
bolt (not posi, but that's what I'm working on), and so=20 many rare
options (except Hurst Dual Gate) that I can make Olds nuts=20 jealous.
Current additions include: PST polygraphite bushings, koni's,=20 posi,
and a spare race preped motor to push the 4300 pound beast down=20 the
quarter mile in 10 seconds. yea 	Any other questions you might have, let
me know! Brad '70 442

- ------------------------------

From: Brad Bowles <wolds@napanet.net>
Date: Tue, 19 Nov 1996 20:14:59 -0400
Subject: BUICK  455 VS OLDS 455

In this months issue of Car Craft, TA performance has come out=20
with some amazing high performance parts for the Buick 455.  I would=20
really like to use all of these parts on my Olds 455, but are the
Buick=20 and the Olds blocks EXACTLY the same? Thanks Brad '70 442

- ------------------------------

From: Brad Bowles <wolds@napanet.net>
Date: Tue, 19 Nov 1996 20:19:01 -0400
Subject: GM 12 bolt posi

I am desperately looking for a new GM 12 posi unit and 3.24 or=20
3.49 ring and pinion gears.  Many people have told me that the GM 12=20
bolt for the Olds is different than the Chevy, but the same for the=20
Pontiac.  Therefore the posi units are no longer avalable.  If anyone=20
has one of these new or in good used condition, please let me know!
Thanks
Brad
'70 442

- ------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Tue, 19 Nov 1996 23:54:31 -0400
Subject: Re: Weatherstrip Source?

You may try Steele Rubber Products at http://www.steelerubber.com/  They
=

have gobs of the stuff and will send you their nifty monster catalog.

The 66 Toro and Mike


- - --=20
Michael R. Frederick, CEO           Edison3, Incorporated
     Tampa, Florida           Data Translation & Communication
     (813) 210-8649             http://www.cpeq.com/~edison3/

- ------------------------------

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Tue, 19 Nov 1996 21:28:09 -0400
Subject: Re: BUICK 455 VS OLDS 455

On Tue, 19 Nov 1996, Brad Bowles wrote:
> In this months issue of Car Craft, TA performance has come out=20
> with some amazing high performance parts for the Buick 455.  I
would=20 > really like to use all of these parts on my Olds 455, but are
the = Buick=20 > and the Olds blocks EXACTLY the same?

Well, they're not the same at all... completely different design. I =
think=20
you're probably out of luck on this one.

Greg Beaulieu        ab348@chebucto.ns.ca        Halifax, Nova Scotia, =
Canada

- ------------------------------

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Tue, 19 Nov 1996 21:32:09 -0400
Subject: Re: OK, Kurt, what is up over there in Michigan

Well, Kurt, you're off the Olds list as of the moment. I had to take you
off since when your mail system filled up it not only bounced everything
back to me, but to others on the list as well. I suspect your mail =
system
may be misconfigured since bounces should only come to me, not the list.
=


You're welcome to resubscribe if the mail problems have been cleared up.

Greg Beaulieu        ab348@chebucto.ns.ca        Halifax, Nova Scotia, =
Canada

- ------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Tue, 19 Nov 1996 21:26:54 -0400
Subject: Interchangable body parts=20

>          AMC actually built an engineering exercise in the 60s
where=20 >          the front and back bumpers were the same, the right
front=20 >          and left rear doors doors interchanged (as did the
other=20 >          pair),the hood and trunk lid interchanged, and the
front and=20 >          rear diagonally opposite fenders interchanged.

FWIW, VW Beetle RR and LF fenders, as do the LR and RF.
- - --
Dave Paulison                  1969 Oldsmobile Cutlass Supreme =20
Melbourne, Florida             1993 Mitsubishi Eclipse GS
dpauliso@gate.net

- ------------------------------

From: Vicki Lee Peterson <gs02vlp@panther.Gsu.EDU>
Date: Tue, 19 Nov 1996 21:33:45 -0400
Subject: cutlass

I have a 1979 olds cutlass.  With a 403 and a th400 and i am looking for
= a company that just sell olds parts.  Like heads, superchargers,
headers, high rise manifolds, and all that good stuff.  thanks

JEFF=20

- ------------------------------

From: grpruett@vt.edu (Greg Pruett)
Date: Tue, 19 Nov 1996 12:40:10 -0400
Subject: Re: BUICK  455 VS OLDS 455=20

>In this months issue of Car Craft, TA performance has come out=20
>with some amazing high performance parts for the Buick 455.  I would=20
>really like to use all of these parts on my Olds 455, but are the Buick
=

>and the Olds blocks EXACTLY the same?
>Thanks
>Brad
>'70 442

They're not even kinda the same.  The bore is different as well as the =
bore
spacing(I think).  Dimensions, etc.etc. are completely different too.  =
The
fact that they are both 455 ci is the only similarity. =20

Greg Pruett
`72 Vista-Cruiser

- ------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Tue, 19 Nov 1996 21:31:16 -0400
Subject: Re: no longer a pig in the corners=20

>Some of the
>handling improvement probably came from the fact that the end links are
>tighter now, they were not tightened enough on the old bar.

Yes, this can make a big difference.  I just replaced the end links on =
my
front bar today with new ones that have polyurethane bushings.  The old
= ones had worn out rubber bushings, and one wasn't tightened well.
Made a big difference, even without a rear bar! - - -- Dave Paulison
1969 Oldsmobile Cutlass Supreme =20 Melbourne, Florida             1993
Mitsubishi Eclipse GS dpauliso@gate.net

- ------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Tue, 19 Nov 1996 21:38:38 -0400
Subject: Re: Interchangable body parts=20

>FWIW, VW Beetle RR and LF fenders, as do the LR and RF.

Sorry, no verb in that sentence.  It should have been INTERCHANGE...
- - --
Dave Paulison                  1969 Oldsmobile Cutlass Supreme =20
Melbourne, Florida             1993 Mitsubishi Eclipse GS
dpauliso@gate.net

- ------------------------------

From: Dave Paulison <dpauliso@gate.net>
Date: Tue, 19 Nov 1996 21:37:33 -0400
Subject: Hurst/Pontiac???=20

Has anybody seen the new Hurst/Pontiac??  I saw it in one of the car
magazines this month, can't remember which.  I think it's a, uh, =
Firebird
(or Trans Am, do they still make those?).  It's gonna take some time to
= get used to the H/PONTIAC emblem.  I think the H/O looks _so_ much
better. =20 - - -- Dave Paulison                  1969 Oldsmobile
Cutlass Supreme =20 Melbourne, Florida             1993 Mitsubishi
Eclipse GS dpauliso@gate.net

- ------------------------------

From: "Kenneth G. Holland Jr." <rottin@coil.com>
Date: Tue, 19 Nov 1996 21:40:26 -0400
Subject: Re: 1970 cutlass engine swap

WMACHINES@AOL.COM wrote:
>=20
> If you have a 350 and want to change to a 400,425 or 455 you can
> use the 350 motor mounts, only drawback is the engine will set
> at least 1 inch higher than normal.  The other option is to use
> 400,425 or 455 frame mounts with the matching motor mounts
> and the engine will set normal.  You will not need to drill holes
> for the BB frame mounts.  They are direct bolt in.  As for the th350
> mount, the crossmember will stay the same unless you change to
> a th400.  With the th400 the rubber mount is different, so you will
> have to buy one and move the crossmember backwards to the second
> set of holes.  It is pretty easy to do.  The 350 mounts only pose a
> problem with hood to aircleaner clearance.  If you run a stock intake,
> no problem. If you use a torqer or Edlebrock Performer than you may
> have trouble


  When I was at the Olds/Mondello Nationals this summer I noticed that
alot of the Olds cars seemed to have their engines sitting abit higher
than stock.  Would this help for header clearance on the right "A" arm
and on the steering rod?  I had to beat the crap outta mine to make em
clear in these two spots.  Would using 350 motor mounts help me out?  I
have a 68 442 and a 67 442 and the headers hit on both cars in the same
spots.
- - --=20
     Kenneth G. Holland Jr.
- - -+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+
   K&D Holland Trucking, Inc.
 Excavation, Demolition, Paving
         216.291.2780

- ------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Tue, 19 Nov 1996 21:53:50 -0400
Subject: Re: 1970 cutlass engine swap=20

At 02:00 PM 11/19/96 -0400, you wrote:
>Hi everyone...
>
>I am still kinda new here so I figured i would introduce myself - My =
name
is Marc Westerlind, I am from Douglas MA, I am 18 years old, Blah blah =
blah,
I work at EMC in milford MA, and I have a bright orange 1970 cutlass =
supreme
(black vinyl roof, interior, and stripes all "around" the car.......
>
>Anyway the original 350 is getting a little tired after 150K miles. I =
want
to turn the car into a serious street machine - only to be driven to =
friday
night cruises and a few trips to the strip. I really dont think a 350 is
going to be to intimidating at all. My plan was to buy a 455 block put =
it on
an engine stand and build it up during the winter or at least get the =
parts
all together and have someone built it and drop it in...
>
>Here are my questions:
>
>1. Will a 455 bolt right in? I unserstand I might need new motor mounts
(the rubber ones) but I DO NOT want to have to do any hacking of the =
frames
motor mounts (the part of the frame where the rubber ones mount to)
>
>2. Will the TH350 bolt to it? I was planning to get and olds 455 like a
1968-1970 model.
>
>3. Would I need any modifycations besides maybe new heavier duty =
springs?
(I am currently getting ready to rebuild the front end anyway)
>
>4. The TH350 probably wont last to long before it grenades right? The =
350
currnetly has an estimated 360-380 flywheel HP and I would like the 455
= to have high performance parts (aluminum pistons a 280 degree cam
etc.) > > >thanks a ton > >Marc Westerlind > > All Oldsmobile engines
from the 307 to the 455; and up to the 1984 model year are wonderfully
interchangable. Evenything that may need changing = motor mount wise is
strictly bolt up.  (I do not have any personal experience = with a 403),
but the rest; especially the 307/350/455 are, no hacking = required.

2. The only problem with a TH350 is that there is a Chevrolet flange, it
will not mate to any Oldsmobile engine.  GM is blessed with two flanges,
Chevy and the rest, Buick, Olds, Caddy and Pontiac.  There are some =
TH350's
that are drilled for both also.  Got an BOPC flange on that TH350 and it
will bolt right up.

3. Heavier suspension is a plus any time, the car will handle better,
support the heavier load better, and don't forget the rear either; as it
actually carries a heavier responsibility for power tranmission and
stability than the front end.  All the front end does is support the =
engine
until you turn!

4. If you're going over 400 actual hp you need to have a transmission =
man
that can properly trick it up for you.  Otherwise tranny life will be =
short.

Cliff Feiler

- ------------------------------

From: Dan Williams <dr_olds@pitnet.net>
Date: Tue, 19 Nov 1996 16:02:24 -0400
Subject: Re: Junkyard Gold - ANY '68 PARTS????

> Question:
> Are you guy's looking for grey molded plastic-like pieces that go =
around and
> under the headlights and the signal lights or just the square metal =
pieces
> that are around the single bulbs?? I may be able to look for these =
parts
> around here,but I'm not sure which part youse guys need. I think Craig
= needs > these parts as well,so ya'all let me know...

The grey plastic pieces.

- - -Dan

- ------------------------------

From: sbento@mecn.mass.edu
Date: Tue, 19 Nov 1996 22:05:35 -0400
Subject: Re: 1970 cutlass engine swap

On Tue, 19 Nov 1996, Marc Westerlind wrote:

> Hi everyone...
>=20
> I am still kinda new here so I figured i would introduce myself - My =
name is Marc Westerlind, I am from Douglas MA, I am 18 years old, Blah =
blah blah, I work at EMC in milford MA, and I have a bright orange 1970
= cutlass supreme (black vinyl roof, interior, and stripes all "around"
= the car....... >=20 > Anyway the original 350 is getting a little
tired after 150K miles. I = want to turn the car into a serious street
machine - only to be driven = to friday night cruises and a few trips to
the strip. I really dont = think a 350 is going to be to intimidating at
all. My plan was to buy a = 455 block put it on an engine stand and
build it up during the winter or = at least get the parts all together
and have someone built it and drop = it in... >=20 > Here are my
questions: >=20 > 1. Will a 455 bolt right in? I unserstand I might need
new motor = mounts (the rubber ones) but I DO NOT want to have to do any
hacking of = the frames motor mounts (the part of the frame where the
rubber ones = mount to) >=20 > 2. Will the TH350 bolt to it? I was
planning to get and olds 455 like = a 1968-1970 model. >=20 > 3. Would I
need any modifycations besides maybe new heavier duty = springs? (I am
currently getting ready to rebuild the front end anyway) >=20 > 4. The
TH350 probably wont last to long before it grenades right? The = 350
currnetly has an estimated 360-380 flywheel HP and I would like the =
455 to have high performance parts (aluminum pistons a 280 degree cam =
etc.) >=20 >=20 > thanks a ton >=20 > Marc Westerlind >=20 >=20 Hi Marc,

Well, I must say we have a lot in common, I am also from Mass and I own
= a=20 "Burnt Orange" 71 Cutlass, and yes I though the 350 was a little
bit on=20 the slow side so I installed a 455!!

1. 350 Motor mounts work, 455 will not!! The 455 used different frame=20
mounts so just buy new 350 motor mounts and your done.

2. The th350 will bolt up and yes it will grenade :o if not properly=20
built (I am on my 2nd, just got a th400 and driveshaft to install
this=20 winter)

3. I am using my original springs w/ 88k on them and they hold the front
=

end up ok, I would recomend new springs though.

Good luck with your project, I hope to have mine finsihed for the =
spring!!

See you @ the track..:-)

Steve
71 Cutlass S 455
93 Mustang LX 5.0

- ------------------------------

From: Glenn Connors <gpc442@buffnet.net>
Date: Tue, 19 Nov 1996 17:52:23 -0400
Subject: Re: '72 442

At 21:24 11/19/96 -0400, you wrote:
>I recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,
>a regular hood (no ram air), Cutlass 'S' interior, and a regular =
cutlass
>bumper(no exhaust notches).  I was wondering if this is a real 442 or a
>cutlass dressed up to look like a 442.  Please write back if you know.
>
>
  Greg, =20
         Why do you think it's 4-4-2?  Was it sold to you as one?  =
Without
getting into the interior part, it should have the cutouts in the rear
bumper unless of cource it had been replaced for one reason or another.
= The best way to tell is by the VIN #.  Shoot the VIN out here and that
will = tell the story.

Glenn
'69 4-4-2

- ------------------------------

From: Katana72@aol.com
Date: Tue, 19 Nov 1996 23:08:16 -0400
Subject: Re: '72 442=20

It doesn't sound like the real thing, but I could be wrong.=20

Katana72

- ------------------------------

From: Jason Labay <z28cfi@gwis.com>
Date: Tue, 19 Nov 1996 23:16:07 -0400
Subject: Re: Hurst/Pontiac???

I saw the car you are talking about. If I had the estimated $40,000 the
= car is going to cost I would buy it now.  I think the LT4 will be the
engine = of choice for the car.  They also are estimating high 12's for
the 1/4 mile = in stock form...possibly the fastest production Hurst
car? Don't know but = the LT4  should put out around 400hp.=20

At 09:37 PM 11/19/96 -0400, Dave Paulison wrote:
>Has anybody seen the new Hurst/Pontiac??  I saw it in one of the car
>magazines this month, can't remember which.  I think it's a, uh, =
Firebird
>(or Trans Am, do they still make those?).  It's gonna take some time to
= get >used to the H/PONTIAC emblem.  I think the H/O looks _so_ much
better.  =

- - - - - - - - - - - - -
Jason Labay  Akron, Ohio (z28cfi@gwis.com) or (jlabay@kent.edu)
93 Z/28......Patriot Red, A4, G92(3.23), QLC....no-mods yet!
80 Olds 4-4-2  W-30, white, ( Actually a 4-3-1 W-30  in reality)

- ------------------------------

From: mefco@sprynet.com
Date: Tue, 19 Nov 1996 23:18:20 -0400
Subject: Re: '71 fender interchangability

Mitch,
The Vista fenders will fit your car. They are all the same.

Art Fuller

- ------------------------------

From: WMACHINES@aol.com
Date: Tue, 19 Nov 1996 23:24:44 -0400
Subject: Re: '72 442=20

In a message dated 96-11-19 18:34:54 EST, you write:

<< I recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,
 a regular hood (no ram air), Cutlass 'S' interior, and a regular =
cutlass
 bumper(no exhaust notches).  I was wondering if this is a real 442 or a
 cutlass dressed up to look like a 442.  Please write back if you know.
  >>
Hi Greg, what you have is Cutlass S with the small block 4spd with
the=20 442 option.  All small block cars came without notched bumper
unless specificly ordered.  The vin should be 3G87M for 350 4bbl dual
exhaust or 3G87K 350 4bbl single exhaust.  In 72 the 442 was a option
for the cutlass body whereas 68-71 it was actually a car starting with
the vin of 344.  I was wondering what are you going to do to the car, =
cruise,sell, race or just have plain fun.  Where are located i.e. state,
city....

Your car is probably a 442, but look at the numbers on the fenders and
decklid and make sure they are straight and bolted on.  The trunk =
numbers
use pushpins.

If you have anymore questions e-mail or call me
313 336 8135  W MACHINES@AOL.COM

W MACHINES (Mark Prince)
(2) 1972 442 W-30's

- ------------------------------

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Tue, 19 Nov 1996 23:25:42 -0400
Subject: Re: '72 442=20

At 04:52 PM 11/19/96 -0500, you wrote:
>At 21:24 11/19/96 -0400, you wrote:
>>I recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,
[snip]
>         Why do you think it's 4-4-2?  Was it sold to you as one?  =
Without
>getting into the interior part, it should have the cutouts in the rear
>bumper unless of cource it had been replaced for one reason or another.
=
 The
>best way to tell is by the VIN #.  Shoot the VIN out here and that will
= tell >the story.

Since the 442 became an option, rather than a model, in '72, I don't =
think
you can tell by the VIN, unless it has the W-30 motor (the infamous "X"
= in the VIN).

Though the 442 was available with the 350 that year, I think you're =
missing
some key elements. Probably just an "emblem" 442.

Must be fun with the 4-speed, though! Just enjoy it for what it is; a =
V-8
4spd car.
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

- ------------------------------

From: JR <joertexas@earthlink.net>
Date: Wed, 20 Nov 1996 03:06:55 -0400
Subject: New Baby

Hi all,

I've been lurking here in the background for a couple of months while I
= went=20 looking for a 72 Cutlass.=20

At last, success! I'm the terrified new owner of a 72 Cutlass S holiday
= coupe=20 with 11,500 original miles and bad window seals. The interior
is shot = and the=20 dash and cowl area need some metal work done. Rust
has definitely taken = hold=20 in the usual areas (trunk lid, floor
panels, etc.) but it can be stopped =

without major work.=20

The car is 100% complete and generally in good shape. It needs a lot of
= TLC,=20 but I think that it will make a good ride.

Joe Roberts

72 Cutlass S

- ------------------------------

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Wed, 20 Nov 1996 00:27:03 -0400
Subject: Re: New Baby=20

At 02:06 AM 11/20/96 -0500, you wrote:
>I've been lurking here in the background for a couple of months while I
= went=20 >looking for a 72 Cutlass.=20 >At last, success! I'm the
terrified new owner of a 72 Cutlass S holiday = coupe=20 >with 11,500
original miles and bad window seals. The interior is shot = and the=20
>dash and cowl area need some metal work done. Rust has definitely taken
= hold=20 >in the usual areas (trunk lid, floor panels, etc.) but it can
be = stopped=20 >without major work.=20

11,500 orig. miles? Has it been kept outside most its life, for all that
rust to occur?

>The car is 100% complete and generally in good shape. It needs a lot of
= TLC,=20 >but I think that it will make a good ride.

Sounds like an excellent project, Joe! Lotsa Luck (and $$$, but I won't
= be sending any of that...).

I suppose the mechanicals are in good condition? Make sure _all_ the =
fluids
are fresh; I bought a 17,000 mile '60 Pontiac, and the brake fluid was =
more
like strawberry yogurt :(

What engine is in there?
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

- ------------------------------

From: "Steven Bettis" <bettiss@empnet.com>
Date: Wed, 20 Nov 1996 00:34:03 -0400
Subject: Re: Re[2]: Top Speed

Joe, both the naturally aspirated and the turbo car have the same final
gear ratio @ 3.89:1 in the manual trans cars. Aerodynamics is  marginaly
different with the Turbo having a better nose and side skirts. The rear
wings were the same.

Porsche list the Coefficient of Drag at .31 for the Turbo and .33 for =
the
non - turbo. The later cars all had the same nose which was what I based
= my examples on. These cars are great fun if you ever get the
opportunity to drive one. (  But nothing like a V-8 Olds !!  )

Nice job on your collection of cars, I'm envious of some of your =
vehicles!!

- - ----------
> From: JPADA@hqgate.orbital.com
> To: oldsmobile@chebucto.ns.ca
> Subject: Re[2]: Top Speed
> Date: Monday, November 18, 1996 6:51 AM
>=20
>=20
>  A good example is a Porsche 944.Remember this car has better
aerodynamics
> than any of our Oldsmobiles by far. A non turbo car can reach 130 MPH
with=20
> 150 HP (flywheel).
> A turbo car can reach 155 MPH but it requires an additional 80 HP!=20
>          =20
>           Do both the Turbo and non-Turbo 944s have the same final=20
>           drive ratio?  If not, that would explain some of the=20
>           difference.  What about drag?  (Typically the Turbo would=20
>           have a wing or spoiler that the base car will not)  I'm=20
>           assuming that these are published numbers from real cars.
>          =20
>           Joe Padavano
>           jpada@hqgate.orbital.com
>          =20
>           66 442
>           68 W-30
>           69 H/O
>           70 W-30
>=20
>=20

- ------------------------------

From: "Steven Bettis" <bettiss@empnet.com>
Date: Wed, 20 Nov 1996 00:09:22 -0400
Subject: Re: Top Speed

I'm sorry , but wasn't this exactly my point?  If you will do some =
simple
arithmatic you will see that top speed does not increase at the same =
rate
as horsepower in my examples. My point was to show a real world example
= on a production car. Too often people are misled by textbooks and
"experts" = in magazine articles.

 I have always found it offensive that by taking the safe route in thier
tech articles, the so called "car magazines" rarely give out all the =
facts
in a real life situations. This misleads people on some of the real
hardships associated with building a performance vehicle with lofty =
goals.

I also used these examples because I have owned ( do own )  both =
versions
of this particular car and know the figures to be true. I have been
researching  specialty shops in order to attain a goal of 175 MPH. So
although I do not have a 944 that currently does 175, I have found a =
place
that will make this possible. They have supplied me with the dyno info =
to
back up their claims along with documented test data. I'll let you know
= if it is true in about 6 months.



- - ----------
> From: C.R.F. <wizkid@inlink.com>
> To: oldsmobile@chebucto.ns.ca
> Subject: Re:  Top Speed
> Date: Sunday, November 17, 1996 9:25 PM
>=20
> At 11:56 PM 11/17/96 -0400, you wrote:
> >
> >Those of you that live for top speed  should also consider how much =
of a
> >resistance the air is at higher speeds. It definatly does not get any
> >easier as you strive to go faster.
> > A good example is a Porsche 944.Remember this car has better
aerodynamics
> >than any of our Oldsmobiles by far. A non turbo car can reach 130 MPH
with
> >150 HP (flywheel).
> >A turbo car can reach 155 MPH but it requires an additional 80 HP!  =
Not
> >exactly fair is it! It gets worse, to reach 175 MPH,   the same car =
has
to
> >put out 400 flywheel HP.  ( Out of 150 Cubic inches, ouch )=20
> >
> >Nice job on rounding up the formulas, Scott !.
> >> From: R Mullen <r_mullen@Merck.Com>
> >> To: 'Olds Page' <oldsmobile@chebucto.ns.ca>
> >> Subject:=20
> >> Date: Friday, November 15, 1996 11:23 AM
> >>=20
> The Snipe Sniped
>=20
> This is only thirty years out of date.  My physics prof would probably
sob.
> There is a Physics Law called the "Law of Diminishing Returns."  As I
recall
> if you wish to double the speed, you must square the horsepower, ie, =
if a
> 100 hp car will go 100 mph, and you want it to go 200, 2 squared is 4,
you
> must supply four times the horsepower; everything else being equal.
>=20
> One of you .edu guys, check with the Physics departments on this.  It
= is > fuzzy hazzy, but does give some indication of why it isn't as
easy, to do, > as one might otherwise think, when one wants to go fast.
>=20 > This concept is often best considered in large ships.  A VLCC
(very = large > crude carrier) a big tanker man, might have a mere
25,000 hp diesel engine, > and cross the Atlantic in about two weeks.
The battleship Missouri = has > 212,000 hp, yep, eight times as much,
and weighs less; and if hard pressed, > it could cross in under one
week. Landsend UK to NYC.  And the wagon would > probably burn 4 to 5
times as much fuel.  (Strickly hap-hazzard, and > exagerated for
clarity).  But does indicate power the to speed consideration. >=20 >
Cliff Feiler > 1984 Olds Delta 88 w/455 > 1979 Olds Delta 88 w/Diesel >
1931 Olds Patrican Sedan > 1931 Olds 4-door > 1930 Olds Viking Cabriolet
project car > 1929 Olds Viking 4 door, part of project >=20 >=20 >=20
>=20

- ------------------------------

From: David1756@aol.com
Date: Wed, 20 Nov 1996 01:42:34 -0400
Subject: Re: '72 442=20

In 1972 the 442 package was an option package rather than a separate =
model,
so all 442's from 1972 are dressed up Cutlasses.  Thus the 350 =
availability,
as 1970-71's were 455's only.

David Wilk

- ------------------------------

From: mdbarb@whale.st.usm.edu (Melissa Dawn Barberree)
Date: Wed, 20 Nov 1996 02:39:10 -0400
Subject: Re: Looking for Seatbelt ('70 442)

> How do the front shoulder belts attach/work?  I have a 70 Cutlass =
conv.
> that currently does not have front (or rear) shoulder belts and would
> like to add them.
>=20
> Joe Nall - joe@nall.com
>=20
>=20

Mine is a hardtop, so it has a lap belt and a shoulder belt (which is
bolted to the roof); thus, there are two female connections by the right
side of the driver's seat.  I'm not sure how the belts are attached in a
convertible.

Thanks for the info, for all who replied.

Luke

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 00:22:06 -0400
Subject: Re: BUICK  455 VS OLDS 455=20

In this months issue of Car Craft, TA performance has come out=20
with some amazing high performance parts for the Buick 455.  I would=20
really like to use all of these parts on my Olds 455, but are the
Buick=20 and the Olds blocks EXACTLY the same? Thanks Brad '70 442
    =20
     As may others will likely also tell you, the 455 Olds, Buick,
and=20
     Pontiac are completely different engines with nothing in common =
except=20
     the Delco distributor cap.  All three have different bore and =
stroke=20
     combinations which all coincidentally yield about 455 cubic inches.
= =20
     All castings (block, heads, intake, crank) are different -
really=20
     different - and not interchageable.  As an example, the Buick has =
the=20
     distributor in the front, and the Olds and Pontiac have it in
the=20
     rear.  Since all three share the same bellhousing bolt pattern
and=20
     similar external dimensions, the entire engine assembly can be=20
     swapped, but individual parts are not compatible.  The Hot Rod=20
     Magazine Annual issue has a nice article on spotting different=20
     engines.
    =20
     Joe Padavano
     jpada@hqgate.orbital.com
    =20
     66 442
     68 W-30
     69 H/O
     70 W-30

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 00:12:45 -0400
Subject: Re: '72 442=20

I recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,=20
a regular hood (no ram air), Cutlass 'S' interior, and a regular cutlass
=

bumper(no exhaust notches).  I was wondering if this is a real 442 or
a=20 cutlass dressed up to look like a 442.  Please write back if you
know.
    =20
     Unfortunately, in 1972 the 442 stopped being a separate model with
= a=20
     unique VIN and instead became an option package available on any =
2dr=20
     Cutlass or F-85.  The 350 4bbl single exhaust was the base
engine=20
     available with the 442 package, although a 4 bbl dual exhaust 350 =
was=20
     also available, as were the 455 and the 455 W-30.  Each of these is
=

     indicated in the VIN (the first year that the VIN indicated the =
engine=20
     size).  The 350 cars did not get the cutout back bumper.
    =20
     I actually owned a 72 442 configured exactly like the one you have.
=
 I=20
     eventually added a W-25 hood (it was optionally available on all 72
=

     442s), headers, dual exhausts, and the cutout bumper.  I owned the
= car=20
     from 1979 through 1981, driving the car from Boston to LA when I=20
     graduated from college and got a real job with Hughes Aircraft.
I=20
     finally got parted the car when it rusted out and replaced it with
= my=20
     current 69 H/O.
    =20
     Joe Padavano
     jpada@hqgate.orbital.com
    =20
     66 442
     68 W-30
     69 H/O
     70 W-30

- ------------------------------

From: Kurt Heinrich <old442@erols.com>
Date: Wed, 20 Nov 1996 08:32:38 -0400
Subject: Test

Just a test.  I haven't rec'd any new mail from this list in over 16
hours...veeerrryy unusual.

- ------------------------------

From: James Thingwold <jht@exo.com>
Date: Wed, 20 Nov 1996 09:33:30 -0400
Subject: Money in - money out

Money spent - Delta 88 - cost $3,000 - $ in =3D $0.00 to date (3 yrs. =
later)

   "         "     - Vista Cruiser - cost $800.00 - in $2,000.00 (1 yr.
= later)




Lisa Madsen


<color><param>8080,0000,8080</param>Heavy Metal Forever - '67 Delta 88 &
'72 Vista Cruiser

</color>

Please E-Mail me at-----:=20
<bold><color><param>0000,0000,ffff</param>Lisa@hotglass.com

</color></bold>

My Web-Page-----:=20
<bold><color><param>0000,0000,ffff</param>http://exo.com/~jht/olds/</col
o= r></bold>

- ------------------------------

From: James Thingwold <jht@exo.com>
Date: Wed, 20 Nov 1996 09:33:32 -0400
Subject: Re: 442 Station Wagons?

At Pomona this weekend there was a '72 the guy had added the 4-4-2 =
emblems on to & redid the interior (buckets & console).  For 1972 there
= were THREE wagons built with the W-31 code which was the 4-4-2 =
'treatment'.  There is gentlemen in tthe Southern California Olds Club =
Chapter with one of the three & he knows where the other two reside.   =
If your interested in validating what you think might be one of those =
cars - he'd be the guy to call - he's VERY knowledgeable.


A fellow VC fan & owner



Lisa Madsen


<color><param>8080,0000,8080</param>Heavy Metal Forever - '67 Delta 88 &
'72 Vista Cruiser

</color>

Please E-Mail me at-----:=20
<bold><color><param>0000,0000,ffff</param>Lisa@hotglass.com

</color></bold>

My Web-Page-----:=20
<bold><color><param>0000,0000,ffff</param>http://exo.com/~jht/olds/</col
o= r></bold>

- ------------------------------

From: mrw@mil.emc.com (Marc Westerlind)
Date: Wed, 20 Nov 1996 09:41:11 -0400
Subject: Re: GM 12 bolt posi - No i dont have one to sell but you might
= want to read this...

> From oldsmobile-owner@chebucto.ns.ca Tue Nov 19 19:24 EST 1996
> Date: 	Tue, 19 Nov 1996 20:19:01 -0400
> From: Brad Bowles <wolds@napanet.net>
> MIME-Version: 1.0
> To: oldsmobile@chebucto.ns.ca
> Subject: GM 12 bolt posi
> Content-Transfer-Encoding: 7bit
>=20
> I am desperately looking for a new GM 12 posi unit and 3.24 or=20
> 3.49 ring and pinion gears.  Many people have told me that the GM
12=20 > bolt for the Olds is different than the Chevy, but the same for
the=20 > Pontiac.  Therefore the posi units are no longer avalable.  If
anyone=20 > has one of these new or in good used condition, please let
me know! > Thanks > Brad > '70 442 >=20 >=20 The rear ends are
definately different... I dont think olds. had a 12 = bolt... weeelllll
at least in 1970. I just bought a posi off of a 70 = cutlass for $250.
The cover was a 12 bolt but when I opened it up the = carrier was a 10
bolt with a 8.5"ring gear. I thought that it was pieced = together and
that I was ripped off. I went to the local speed shop to = get a ring
and pinion and found that it really is an original rear end = (only made
from 68-70 I believe) and that it would cost well over $400 = for either
3.40:1 or 3.90:1. It would cost about $475 for a set of = 4.11's. This
is all due to the pinion having 27 splines instead of 30 = (like the
chevy's). A set of 8.5" 30 spline ring and pinion gears will = run you
about $150 so you will really have to watch out... if it seems = like a
good buy for a ring and pinion for your olds it's probably the = wrong
set...


Marc Westerlind=20
1970 cutlass supreme

- ------------------------------

From: Steve Ochs <76057.1404@CompuServe.COM>
Date: Wed, 20 Nov 1996 09:58:31 -0400
Subject: GM Transmissions

>>I worked for General Motors' Hydramatic Division in 1978, and I know
>>for certain that the 200R4 4-speed automatic overdrive transmission
>>was not yet in production.=20
You are correct.  The 200-4R transmission went into production in 1981 =
at Three
Rivers, MI.

>> 1978 (and 1979) A-body cars had either a
>>model 200 or 350 automatic transmission.=20
They also might have had a 250 transmission.  We built the 250 (in both
= Chevy and BOP bolt patterns) at Parma starting in 1978 until 1984.
80% common = parts with the 350 but it used a band exclusively for 2nd
gear.  Looks the = same as 350 externally, but has a band adjustment
screw on right side of case by = cooler fittings.  Built as a slightly
lighter and lower cost alternative to the = 350.

>> As I recall, all of the THM-350 transmissions in that era were being
= built by >>Buick in Flint, Michigan, and General Motors of Canada.
Close, but there were more plants than that.  Buick in Flint and GM of =
Canada (Windsor) built BOP case 350's.  Toledo and Parma (my plant)
built Chevy = 350's. Toledo converted in 1983 to 700-R4 production.
Windsor converted in = 1983 to 125 (FWD) production.  Buick ceased
production in 1983 to make room for = torque converter production.  Note
that Buick does build all torque converters = for all GM transmissions
(except 180-C) since the early 80's. Parma was the last = plant to build
350's (production ended 1987).

Current transmissions and plants:
3T40 (THM-125C)               FWD  Ypsilanti, MI
4T40-E                                  FWD  Windsor, Canada
4T60-E (orig. THM-440)     FWD  Warren, MI
4T65-E                                  FWD  Warren, MI
4T80-E                                  FWD  Ypsilanti, MI

3L30 (180-C)                       RWD  Strasbourg, France
4L30-E                                  RWD  Strasbourg, France
4L60-E (orig. 700-R4)        RWD  Toledo, Ohio
4L80-E (orig. THM-400C)  RWD  Ypsilanti, MI

Trivia:  What year did GM's Hydramatic division begin by making the =
world's
first fully automatic shifting transmission, what was the division's =
name, and
what brand vehicle did it go into?

Steve Ochs - Engineer - GM Powertrain - Transmission Division =
(4T60/65-E)
1987 Olds 442
1976 Cutlass 'S'

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 10:10:08 -0400
Subject: Update:  442 Wagons=20

          OK, the memory is the second thing to go and I...er, what=20
          was I saying?
         =20
          I was not sure of all of the facts in my earlier post on
442=20
          wagons, so I dug out copies of the articles I quoted.  The=20
          Car and Driver Son of Boss Wagon was written up in the July=20
          1968 issue of that magazine.  The car was specially built
by=20
          Olds with a 455 sporting W-30 heads and under-the-bumper
ram=20
          air (essentially the 68 H/O drivetrain).  It also had the=20
          FE2 suspension, disc brakes, 3.42:1 rear end, Rally Pac,
and=20
          H70-14 Polyglass tires on SSII rims.  The car ran the=20
          quarter in 14.7 at 94 mph.  Car and Driver added Koni
shocks=20
          all around.  They were particularly impressed with the
car's=20
          handling:  "Anybody who ever criticized American cars -=20
          particularly station wagons - should try this Oldsmobile. =20
          With its volumptuous bodywork, trick roof, enormous engine,=20
          it is purely American, but its behavior on the road is=20
          enough to make converts of us all."  By the way, Boss Wagon=20
          1 was 383 powered, not a Hemi.
         =20
          The March, 1970 issue of Road and Track had the article on=20
          the 70, which was a _Cutlass_ Cruiser, not a VC as I had=20
          noted previously.  This car, also specially built by Olds,=20
          came equipped with a W-30 455 and W-25 fiberglass hood, in=20
          addition to the suspension and wheel and tire upgrades
(this=20
          car had G70 tires).  The rear end must not have been very=20
          steep, however, as R&T noted that the car only turned 2800=20
          rpm at 70 mph.  This may explain the 14.9 at 92 mph drag=20
          strip times.
         =20
          I actually obtained these articles from my copy of=20
          Brooklands Oldsmobile Muscle Cars 1964-1971, which contains=20
          reprints of a number of Olds-related magazine articles from=20
          that period.
         =20
          Joe Padavano
          jpada@hqgate.orbital.com
         =20
          66 442
          68 W-30
          69 H/O
          70 W-30
         =20

- ------------------------------

From: mefco@sprynet.com
Date: Wed, 20 Nov 1996 10:28:07 -0400
Subject: Re: 442 Station Wagons?

Lisa,
I'd be interested in more info on the '72 W31 station wagon. My shop =
manual does=20
not list a W31 option. I have a good friend here in Texas who has a '72
= Cutlass=20 Cruiser (flat top) wagon that was built with the 442 chasis
and a = 455/400 engine=20 and transmission. It was also painted Corvette
white at the factory. The = car has=20 two build sheets to verify this.
Oldsmobile was not very reliable on some production figures, and I have
= never=20 heard of three W31 wagons. I certainly wasn't there when the
cars were = built,=20 but this is a first for me.

Art Fuller

- ------------------------------

From: zcwp11@Access.ETSU-Tn.Edu
Date: Wed, 20 Nov 1996 09:30:55 -0400
Subject: Re: GM Transmissions

Hey Olds FAQmaster, this, along with parts from the thread on taillights
=

would be a good and needed addition!

Just a suggestion,
Clayton Pierce,
zcwp11@Access.ETSU-Tn.Edu


On Wed, 20 Nov 1996, Steve Ochs wrote:

> >>I worked for General Motors' Hydramatic Division in 1978, and I know
> >>for certain that the 200R4 4-speed automatic overdrive transmission
> >>was not yet in production.=20
> You are correct.  The 200-4R transmission went into production in 1981
= at Three > Rivers, MI. >=20 > >> 1978 (and 1979) A-body cars had
either a > >>model 200 or 350 automatic transmission.=20 > They also
might have had a 250 transmission.  We built the 250 (in = both Chevy >
and BOP bolt patterns) at Parma starting in 1978 until 1984.  80% =
common parts > with the 350 but it used a band exclusively for 2nd gear.
Looks the = same as 350 > externally, but has a band adjustment screw on
right side of case by = cooler > fittings.  Built as a slightly lighter
and lower cost alternative to = the 350. >=20 > >> As I recall, all of
the THM-350 transmissions in that era were = being built by > >>Buick in
Flint, Michigan, and General Motors of Canada. > Close, but there were
more plants than that.  Buick in Flint and GM of = Canada > (Windsor)
built BOP case 350's.  Toledo and Parma (my plant) built = Chevy 350's. >
Toledo converted in 1983 to 700-R4 production.  Windsor converted in =
1983 to 125 > (FWD) production.  Buick ceased production in 1983 to make
room for = torque > converter production.  Note that Buick does build
all torque = converters for all > GM transmissions (except 180-C) since
the early 80's. Parma was the = last plant > to build 350's (production
ended 1987). >=20 > Current transmissions and plants: > 3T40 (THM-125C)
FWD  Ypsilanti, MI > 4T40-E                                  FWD
Windsor, Canada > 4T60-E (orig. THM-440)     FWD  Warren, MI > 4T65-E
FWD  Warren, MI > 4T80-E                                  FWD
Ypsilanti, MI >=20 > 3L30 (180-C)                       RWD  Strasbourg,
France > 4L30-E                                  RWD  Strasbourg, France >
4L60-E (orig. 700-R4)        RWD  Toledo, Ohio > 4L80-E (orig. THM-400C)
RWD  Ypsilanti, MI >=20 > Trivia:  What year did GM's Hydramatic
division begin by making the = world's > first fully automatic shifting
transmission, what was the division's = name, and > what brand vehicle
did it go into? >=20 > Steve Ochs - Engineer - GM Powertrain -
Transmission Division = (4T60/65-E) > 1987 Olds 442 > 1976 Cutlass 'S'
>=20 >=20 >=20 >=20

- ------------------------------

From: Mark Odell <modell@isc.mds.lmco.com>
Date: Wed, 20 Nov 1996 10:53:00 -0400
Subject: Re: GM Transmissions=20

Steve;

In your '87 442, I assume there is a 200R4.  Have you had trouble with =
it?
If so what did you end up doing?  I have an '86 442 and I have been =
through
three (3) 200R4 units, yes count them.   I finally gave up an had a =
custom
unit built in the old case (big time wife acceptance factor problem).  =
Any
comments on why the 200R4 is so weak?



>On Wed, 20 Nov 1996, Steve Ochs wrote:
>
>> >>I worked for General Motors' Hydramatic Division in 1978, and I =
know
>> >>for certain that the 200R4 4-speed automatic overdrive transmission
>> >>was not yet in production.
>> You are correct.  The 200-4R transmission went into production in =
1981
>>at Three
>> Rivers, MI.
>>
>> >> 1978 (and 1979) A-body cars had either a
>> >>model 200 or 350 automatic transmission.
>> They also might have had a 250 transmission.  We built the 250 (in =
both
>>Chevy
>> and BOP bolt patterns) at Parma starting in 1978 until 1984.  80% =
common
>>parts
>> with the 350 but it used a band exclusively for 2nd gear.  Looks the
>>same as 350
>> externally, but has a band adjustment screw on right side of case by
= cooler >> fittings.  Built as a slightly lighter and lower cost
alternative to = the >>350. >> >> >> As I recall, all of the THM-350
transmissions in that era were = being >>built by >> >>Buick in Flint,
Michigan, and General Motors of Canada. >> Close, but there were more
plants than that.  Buick in Flint and GM = of >>Canada >> (Windsor)
built BOP case 350's.  Toledo and Parma (my plant) built = Chevy
>>350's. >> Toledo converted in 1983 to 700-R4 production.  Windsor
converted in >>1983 to 125 >> (FWD) production.  Buick ceased production
in 1983 to make room for = torque >> converter production.  Note that
Buick does build all torque = converters >>for all >> GM transmissions
(except 180-C) since the early 80's. Parma was the = last >>plant >> to
build 350's (production ended 1987). >> >> Current transmissions and
plants: >> 3T40 (THM-125C)               FWD  Ypsilanti, MI >> 4T40-E
FWD  Windsor, Canada >> 4T60-E (orig. THM-440)     FWD  Warren, MI >>
4T65-E                                  FWD  Warren, MI >> 4T80-E
FWD  Ypsilanti, MI >> >> 3L30 (180-C)                       RWD
Strasbourg, France >> 4L30-E                                  RWD
Strasbourg, France >> 4L60-E (orig. 700-R4)        RWD  Toledo, Ohio >>
4L80-E (orig. THM-400C)  RWD  Ypsilanti, MI >> >> Trivia:  What year did
GM's Hydramatic division begin by making the = world's >> first fully
automatic shifting transmission, what was the division's >>name, and >>
what brand vehicle did it go into? >> >> Steve Ochs - Engineer - GM
Powertrain - Transmission Division = (4T60/65-E) >> 1987 Olds 442 >>
1976 Cutlass 'S' >> >> >> >>



*******************************************************************
Mark A. Odell                               Voice:     703/264-6390
Mgr. Network Integration              Fax:       703/264-6061
Lockheed Martin                            E-Mail:   =
modell@isc.mds.lmco.com
10803 Parkridge Blvd.
Reston, VA 22091

NOTICE ADDRESS and PHONE NUMBER  CHANGE EFFECTIVE  November 25, 1996 =
!!!!!!!

3201 Three Flint Hill		Voice:	     703/293-5526
Jermantown Road			Fax:	     703/293-5520
Fairfax, VA 22030
*******************************************************************

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 10:55:00 -0400
Subject: Re: '72 442

Gregory Shaver wrote:
>=20
> I recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,
> a regular hood (no ram air), Cutlass 'S' interior, and a regular =
cutlass
> bumper(no exhaust notches).  I was wondering if this is a real 442 or
= a
              ^^^^^^^^^^^
> cutlass dressed up to look like a 442.  Please write back if you know.

I was wondering about these exhaust notches.  I had my mufflers replaced
and my
tail pipes extend downward.  Should they have pointed straight out the
back inside
the notches?

Chris Sparks

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 10:49:58 -0400
Subject: Re: 442 Station Wagons?

. . . I have a good friend here in Texas who has a '72 Cutlass
Cruiser (flat top) wagon that was built with the 442 chasis and a
455/400 engine and transmission. It was also painted Corvette white
at the factory. The car has two build sheets to verify this. . .

*****
Art,

Don't the station wagons have a longer wheelbase?  If that's the
case, I'd bet that your friend's wagon has the FE-2 suspension
option, which included the springs, shocks and sway bars which were
standard on the W-29, 442 option, rather than the complete 442
chassis.  I believe that the 455/400 were optional on any Cutlass,
including the wagons in 1972.  As for paint, I believe that one of=20
the normal Cutlass choices in 1972 was white and I'm not sure that a=20
Chevy white would be any different.  Possibly it was though and the=20
car really does have a special paint color on it.  Oldsmobile listed=20
special paint options for many years.  Does the car have any other=20
442 features, such as bucket seats, or the louvered hood?

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 10:50:56 -0400
Subject: Re: motor mounts

I have noticed references to motor mounts in the latest emails.  When
I had my motor mounts replace, my mechanic told me that they were of
the type that had metal vulcanized? to the rubber.  Was this a correct
replacement on my 400 cid 68 442?

Chris Sparks

- ------------------------------

From: "Andrew C. Green" <acg@dlogics.com>
Date: Wed, 20 Nov 1996 10:52:45 -0400
Subject: Re: Interchangable body parts=20

>>          AMC actually built an engineering exercise in the 60s
where=20 >>          the front and back bumpers were the same, the right
front=20 >>          and left rear doors doors interchanged (as did the
other=20 >>          pair),the hood and trunk lid interchanged, and the
front and =

>>          rear diagonally opposite fenders interchanged.
>
>FWIW, VW Beetle RR and LF fenders, as do the LR and RF.

Back in the '30's, I think it was (C.R.F. will probably jump all over
this one :-) some company built a car where even the four doors would
interchange, LR with RF and RR with LF, thus keeping costs down with
only needing two die sets instead of four. I'm thinking it might have
been the Chrysler Airflow...?

Andrew C. Green                   (312) 853-8331
Datalogics, Inc.
101 N. Wacker Drive, Ste. 1800    Internet: acg@dlogics.com
Chicago, IL  60606-7301           FAX: (312) 853-8282

- ------------------------------

From: mrw@mil.emc.com (Marc Westerlind)
Date: Wed, 20 Nov 1996 11:03:26 -0400
Subject: Re: GM Transmissions

I heard that some Th200's have plastic second gears... is it true?

marc westerlind
1970 cutlass supreme
~~~~~~~~~~~~~~~~~~~~~~~~~~~~``

>From oldsmobile-owner@chebucto.ns.ca Wed Nov 20 09:59 EST 1996
Date: 	Wed, 20 Nov 1996 10:53:00 -0400
X-Sender: modell@iscserver.isc.mds.lmco.com
Mime-Version: 1.0
To: oldsmobile@chebucto.ns.ca
From: Mark Odell <modell@isc.mds.lmco.com>
Subject: Re: GM Transmissions

Steve;

In your '87 442, I assume there is a 200R4.  Have you had trouble with =
it?
If so what did you end up doing?  I have an '86 442 and I have been =
through
three (3) 200R4 units, yes count them.   I finally gave up an had a =
custom
unit built in the old case (big time wife acceptance factor problem).  =
Any
comments on why the 200R4 is so weak?

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 11:11:07 -0400
Subject: 1972 W-31 Station Wagons?=20

          I thought the W-31 engine couldn't make the cut after 1970=20
          due to the government-mandated lower compression and use of=20
          low-lead fuels.  Are these documented W-31 wagons using
that=20
          "W" designation to mean something else?  In the past, Olds=20
          has reused certain "W" designations, such as W-45 and W-46,=20
          which originally were used to designate the H/O, then used=20
          on the Rallye 350.
         =20
          I certainly don't doubt the possibility that a special
build=20
          could have produced by the factory (witness the two=20
          factory-built wagons I've written about in other posts).
Up=20
          until the 70s, Detroit built quite a few documented=20
          "special" cars which were outside the configurations
offered=20
          for sale to the general public.  Some of these were=20
          available through the normal dealer network, while others=20
          were built specifically to gauge press and public
evaluation=20
          of potential new concepts.  Since the government emissions=20
          and safety requirements were obviously much more lax than=20
          they are now, even the cars not originally intended for
sale=20
          to the public often ended up in the hands of private
parties=20
          (often including prototypes).  Unfortunately, as the=20
          government requirements became more stringent, Detroit was=20
          not allowed to do this.  Many of these special "press=20
          evaluation" cars were later crushed or returned to stock if=20
          they did not comply with the law.  The proliferation of=20
          product liability lawyers has only made this worse.
         =20
          Joe Padavano
          jpada@hqgate.orbital.com
         =20
          66 442
          68 W-30
          69 H/O
          70 W-30

- ------------------------------

From: "Timothy A. Churchill" <tac3550@egbsun1.draper.com>
Date: Wed, 20 Nov 1996 11:14:59 -0400
Subject: Re: motor mounts

Mr Ada asks:
> I have noticed references to motor mounts in the latest emails.  When
> I had my motor mounts replace, my mechanic told me that they were of
> the type that had metal vulcanized? to the rubber.
                          ^^^^^^^^^^
This sounds... logical :)  Sorry, the bad pun just popped in me head!

>  Was this a correct replacement on my 400 cid 68 442?

Seriously, all the replacement motor mounts I've ever seen had the =
rubber
portion fused to the metal -- unsure if this is called 'vulcanization',
which I always associated with the curing process of the rubber itself,
to make it tougher -- So, I'd assume this was the correct replacement.

Did you get a chance to look at your old motor mounts?  If so, how did
the metal-to-rubber bond appear there?



Tim Churchill
- - -------------
'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
'89 Cadillac Fleetwood, a.k.a. 'Der KinderWagen'
'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'

- ------------------------------

From: "Timothy A. Churchill" <tac3550@egbsun1.draper.com>
Date: Wed, 20 Nov 1996 11:23:07 -0400
Subject: Re: Interchangable body parts

Somebody stated:
> >FWIW, VW Beetle RR and LF fenders, as do the LR and RF.

This may have been true for some of the earlier bugs (i.e., up
through '67), but I think the front fenders on my 68s were a tad
wider than the rears.

And on Superbeetles, I believe the front fenders had a raised portion
for the directionals.

And to keep this post at least kinda Olds-related... does anyone know
for sure whether or not Oldsmobile shared (or shares, FTM) its FWD
98/Regency platform with Cadillac for the DeVille line?  My '89 =
Fleetwood
looks like it has a longer wheelbase, but that could be a mod that =
Fleetwood
makes; perhaps the DeVille line is shorter and equal to the 98?



Tim (Who Wonders if Caddy'll Market a Cruella DeVille for the Upcoming
Disney Release This Christmas of 101 Dalmations) Churchill
- - -------------
'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
'89 Cadillac Fleetwood, a.k.a. 'Der KinderWagen'
'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 11:28:58 -0400
Subject: Re: motor mounts

Timothy A. Churchill wrote:
>=20
> Mr Ada asks:
> > I have noticed references to motor mounts in the latest emails.  =
When
> > I had my motor mounts replace, my mechanic told me that they were of
> > the type that had metal vulcanized? to the rubber.
>                           ^^^^^^^^^^
> This sounds... logical :)  Sorry, the bad pun just popped in me head!

I know live long and prosper. :-))

> >  Was this a correct replacement on my 400 cid 68 442?
>=20
> Seriously, all the replacement motor mounts I've ever seen had the =
rubber
> portion fused to the metal -- unsure if this is called =
'vulcanization',
> which I always associated with the curing process of the rubber =
itself,
> to make it tougher -- So, I'd assume this was the correct replacement.
>=20
> Did you get a chance to look at your old motor mounts?  If so, how did
> the metal-to-rubber bond appear there?

Nope.  My mechanic informed me that if oil gets on these motor mounts,
then
the adhesion breaks down.  Aargh!  With all of the oil problems I had
recently
I worry about this.

Chris Sparks
68 442

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 11:47:57 -0400
Subject: Re: 1970 cutlass engine swap

. . . I have a 68 442 and a 67 442 and the headers hit on both cars
in the same spots.
*****
Ken,

I hope that spot isn't at the brake proportioning valve, like it was=20
on my '68 442.  Everything was fine for me, until I hit a wet spot on=20
the road under hard acceleration one night.  The engine torqued over,=20
and the left header went right through the front brake line.  Of=20
course, I didn't discover that until I tried to stop at the next red=20
light . . .      Up until then, I had thought that accelerating was=20
the exciting part!

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 11:55:44 -0400
Subject: Re: Hurst/Pontiac???

Has anybody seen the new Hurst/Pontiac??  I saw it in one of the car
magazines this month, can't remember which.  I think it's a, uh,
Firebird (or Trans Am, do they still make those?).  It's gonna take
some time to get used to the H/PONTIAC emblem.  I think the H/O looks
_so_ much better. =20

*****
Dave,

I haven't seen any pictures yet, but do recall that Hurst has
modified some Pontiacs in the past.  The one which comes to mind was
the Grand Prix SSJ which I think was done in 1970.  I don't think
that that particular model was too well received though.  I think
that it was Motor Trend magazine which said that "SSJ" stood for
"super snow job".  I don't remember if it was the car which had
Hurst/Pontiac emblems, but I did see a car with some sort of H/P=20
emblem at a Cars and Concepts auto show, back in 1982 or 1983.

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Wed, 20 Nov 1996 12:21:01 -0400
Subject: Re[3]: Cutlass Taillights=20

Sounds like they are doing their best to brain wash the public into =
thinking=20
nothing older than 4 years should be allowed on the streets.

What I want to see are some joe average salary members on the California
= Air=20 Resources Board.  Their antics are recorded at=20
http://www.arb.ca.gov/html/homepage.htm

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
Olds FAQ 2.0 at: http://www.en.com/users/thall/
                 ftp://arl.arizona.edu/lists/olds

- - -------------         =20
          BTW, the California DMV would not let me get "69 HURST" as
a=20
          license plate!  No, it was not already taken - they
wouldn't=20
          even allow 1969 or any plate with 69 on it.  Virginia, on=20
          the other hand, is either much more tolerant, or doesn't=20
          know what it means.
         =20
          Joe Padavano
          jpada@hqgate.orbital.com
         =20
          66 442
          68 W-30=20
          69 H/O
          70 W-30

- ------------------------------

From: Jon442@aol.com
Date: Wed, 20 Nov 1996 12:25:36 -0400
Subject: Re: '72 442=20

In a message dated 96-11-19 18:34:54 EST, you write:

<<  recently purchased a 1972 442.  It has a 350 4 barrell, muncie 4 =
speed,
 a regular hood (no ram air), Cutlass 'S' interior, and a regular =
cutlass
 bumper(no exhaust notches).  I was wondering if this is a real 442 or a
 cutlass dressed up to look like a 442.  Please write back if you know.
  >>
In '72, the 442 was an appearance package on the Cutlass S. It included
= some stripes, 442 badges and the heavy suspension, that was about it.
The OAI = hood was a separate option, and the notched bumper only came
with the 455 = motor. So yes, you could well have a real 442.

Jon Wessel

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 12:31:22 -0400
Subject: Re[2]: '72 442=20

I had my mufflers replaced and my tail pipes extend downward.  Should =
they have=20
pointed straight out the back inside the notches?
         =20
Chris Sparks
         =20
          Yep.  You should have chrome trumpets (available repro from=20
          various sources) which come straight out the cutouts. =20
          Originally these were welded to the 442-unique tailpipes,=20
          which are no longer available as an assembly.  You will
have=20
          to have the turned-down portion of your new tailpipes cut=20
          off and a straight section of pipe welded on to allow the=20
          trumpet to be installed.  The other piece of the puzzle is=20
          that the 442s (actually, all cars with the notched bumper)=20
          use a special rear tailpipe hangers which actually attach
to=20
          the bumper bracket and correctly maintain the alignment of=20
          the trumpet in the notch.  I am not aware of a repro source=20
          of these, unfortunately, as most muffler shops just torch=20
          the old ones off prior to installing the new pipes.
         =20
          Joe Padavano
          jpada@hqgate.orbital.com
         =20
          66 442
          68 W-30
          69 H/O
          70 W-30

- ------------------------------

From: JPADA@hqgate.orbital.com
Date: Wed, 20 Nov 1996 12:32:55 -0400
Subject: Re[2]: motor mounts=20

I have noticed references to motor mounts in the latest emails.  When=20
I had my motor mounts replace, my mechanic told me that they were of=20
the type that had metal vulcanized? to the rubber.  Was this a
correct=20 replacement on my 400 cid 68 442?
         =20
Chris Sparks
         =20
          Yes, all the factory mounts are constructed this way.
         =20
          Joe Padavano
          jpada@hqgate.orbital.com
         =20
          66 442
          68 W-30
          69 H/O
          70 W-30

- ------------------------------

From: "Andrew C. Green" <acg@dlogics.com>
Date: Wed, 20 Nov 1996 12:30:35 -0400
Subject: Re: motor mounts=20

>Nope.  My mechanic informed me that if oil gets on these motor mounts,
>then the adhesion breaks down.  Aargh!

Well, yeah, but good grief, they're underneath an engine; of _course_
they're going to get oil on them sooner or later. I don't think oil is
going to accelerate their deterioration that much quicker than regular
fatigue will sooner or later.

Which reminds me of another point I was going to mention in the =
discussion
about how to calibrate the backup lights and neutral interlock switch on
the steering column when the shifter was actually on the floor console.
One problem I noticed with my '82 Cutlass with console shifter was that
as the car aged, the backup lights would only come on with some jiggling
of the shift lever: usually you'd have to go down to Drive, then back up
to Reverse to get the lights to come on. Finally found when looking at
the linkage from underneath that the engine mounts had sagged, and with
the engine and trans lower down it had moved the shift linkage a bit.
There was an adjustable slide/locknut in the linkage underneath that
allowed me to reposition the linkage slightly, so that even though the
engine and trans were a bit lower, the steering column portion of the
linkage would now be back where it used to be, and the backup lights
worked properly once again.

Andrew C. Green                   (312) 853-8331
Datalogics, Inc.
101 N. Wacker Drive, Ste. 1800    Internet: acg@dlogics.com
Chicago, IL  60606-7301           FAX: (312) 853-8282

- ------------------------------

From: tonwald@metro2.k12.mn.us (Tony Waldner)
Date: Wed, 20 Nov 1996 23:49:40 -0400
Subject: Hurst Help

Hey Guys and Gals  --

I need a little help here.  I am trying to settle an argument.  I know =
that
Hurst built Olds cars in '68,'69, 72, 74, 75, 79 and 83-84.  I am having
= a disagreement with a buddy about other Hurst cars. In 1970, he said
that they built a Pontiac Grand Prix.  I thought that they built a
Chrysler = 300. I also thought that Hurst built a Rambler in '69.

I am pretty knowlegeable with Oldsmobiles and building them, butI am =
pretty
rusty with the "other" cars that Hurst marketed.  I guess I should buy =
the
"Hurst Heratige" book!

Thanks for your help!

Tony


 =
_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/+++\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\
_= \_


                                        Tony Waldner
tonwald@metro2.k12.mn.us                Northeast Metro 916
                                         3300 Century Ave. N.
                                         White Bear Lake, MN
                                                       55110

 =
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_+++_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_
/= _/

- ------------------------------

From: "Tom Lentz" <tlentz@teknon.com>
Date: Wed, 20 Nov 1996 04:42:40 -0400
Subject: Re: Hurst/Pontiac???=20

     Yeah, I saw it.  Pretty neat looking.  Although I would much rather
=

     see the treatment given to an Olds, you can't blame Hurst since =
Olds=20
     isn't producing any viable hot-rod platforms anymore, except maybe
= the=20
     Aurora, but it's FWD so most hot-rodders won't touch it with a 10 =
foot=20
     pole.
    =20
     Also, they really didn't do a whole lot to that Pontiac that the =
WS6=20
     package didn't already do.  A few appearance items, a=20
     yet-to-be-determined shifter, and a new ignition system.
    =20
     While I'm talking of FWD cars, there was a letter in the front of =
the=20
     latest Camaro Craft magazine bashing FWD cars and saying that =
they'll=20
     never replace RWD because the transaxle just can't be built
strong=20
     enough to handle the torque of a V8 (much less a big block V8), and
=

     the torque steer of a V8 would be too much.  Anyone want to send =
'em a=20
     picture of their 455 _big_block_ powered Toro and rub their noses =
in=20
     it?
    =20
     Tom Lentz

______________________________ Reply Separator =
_________________________________
Subject: Hurst/Pontiac???
Author:  oldsmobile@chebucto.ns.ca at INTERNET
Date:    11/19/96 5:47 PM


Has anybody seen the new Hurst/Pontiac??  I saw it in one of the car=20
magazines this month, can't remember which.  I think it's a, uh, =
Firebird=20
(or Trans Am, do they still make those?).  It's gonna take some time to
= get=20 used to the H/PONTIAC emblem.  I think the H/O looks _so_ much
better. =20 - - -- Dave Paulison                  1969 Oldsmobile
Cutlass Supreme =20 Melbourne, Florida             1993 Mitsubishi
Eclipse GS=20 dpauliso@gate.net
    =20
    =20

- ------------------------------

From: "Andrew C. Green" <acg@dlogics.com>
Date: Wed, 20 Nov 1996 12:48:09 -0400
Subject: Re: Re[2]: '72 442=20

>> I had my mufflers replaced and my tail pipes extend downward. Should
>> they have pointed straight out the back inside the notches?
>
>          Yep.  You should have chrome trumpets (available repro
from=20 >          various sources) which come straight out the cutouts.
=20

I have a JPG photo of the back of Jeff Easton's '70 442, taken at our
Fuddrucker's get-together, which shows these fairly clearly. I could
email it to you if that would help.

Andrew C. Green                   (312) 853-8331
Datalogics, Inc.
101 N. Wacker Drive, Ste. 1800    Internet: acg@dlogics.com
Chicago, IL  60606-7301           FAX: (312) 853-8282

- ------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Wed, 20 Nov 1996 13:00:48 -0400
Subject: Re: 442 Station Wagons?=20

At 10:49 AM 11/20/96 -0400, you wrote:
>. . . I have a good friend here in Texas who has a '72 Cutlass
>Cruiser (flat top) wagon that was built with the 442 chasis and a
>455/400 engine and transmission. It was also painted Corvette white
>at the factory. The car has two build sheets to verify this. . .
>
>*****
>Art,
>
>Don't the station wagons have a longer wheelbase?  If that's the
>case, I'd bet that your friend's wagon has the FE-2 suspension
>option, which included the springs, shocks and sway bars which were
>standard on the W-29, 442 option, rather than the complete 442
>chassis.  I believe that the 455/400 were optional on any Cutlass,
>including the wagons in 1972.  As for paint, I believe that one of=20
>the normal Cutlass choices in 1972 was white and I'm not sure that a=20
>Chevy white would be any different.  Possibly it was though and the=20
>car really does have a special paint color on it.  Oldsmobile listed=20
>special paint options for many years.  Does the car have any other=20
>442 features, such as bucket seats, or the louvered hood?
>
>Tom Stoner
>Ann Arbor, MI
>
If a customer had enough pull, in those days, he could get almost =
anything
copo'ed.  And a copo would not necesarily be known to the dealers.  If
Corvette white was not, in fact, also the same as an Olds color, then it
= may have been a central office production option, and done one off.

Cliff Feiler

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 13:02:19 -0400
Subject: Re: 1972 W-31 Station Wagons?

. . . In the past, Olds has reused certain "W" designations, such as
W-45 and W-46, which originally were used to designate the H/O, then
used on the Rallye 350. . .=20

*****
Joe,=20

Wasn't the 1970 Rallye 350's design originally intended to be a=20
Hurst/Olds?  Also, the W-25 option (which I believe was first used=20
for the 1970 - 1972 OAI hood) was again used for the 1974 and 1975=20
H/Os with the 350 engine, as I recall.  I think that maybe the W-33=20
and W-34 option codes had various uses too.

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Wed, 20 Nov 1996 12:54:01 -0400
Subject: Re: GM Transmissions=20

At 09:58 AM 11/20/96 -0400, you wrote:


Snipped>>


>
>Trivia:  What year did GM's Hydramatic division begin by making the =
world's
>first fully automatic shifting transmission, what was the division's =
name, and
>what brand vehicle did it go into?
>
>Steve Ochs - Engineer - GM Powertrain - Transmission Division =
(4T60/65-E)
>1987 Olds 442
>1976 Cutlass 'S'
>

Steve,

Because of your wording "first fully automatic shifting transmission" I
= am afraid that I must be a little skeptical about my answer, but it is
argueably as follows:

Late (ready for the next years new model) in 1937 GM started advertising
= the Automatic Safety transmission.  Which means that they were
probably in series sproduction by then, late 1937, and would appear as
an option in = 1938 Oldsmobiles, which of course makes them 1938 models.

If the wording of your question was to indicate a different version A/T
= than that used in the 1938 Olds, which is certainly possible, I cannot
answer = at this time.  Also I found this to be an excellent trivia
question.  There = is always the posibility of an earlier  experimental
unit, or later = produciton variant that was actually fully automatic!
The '38 Olds unit was the = first advertised as such.  I have never had
the opportunity to drive a '38 = A/T, and would probably put one of
these cars on my buy one some day, want = list;=20 and would like to
acquire one for my collection.

The earliest A/T type that I can rememer was a sort of self shifter that
= one of my uncles had in a '39, '40 or '41 Desoto.  It was not truly an
= automatic as it had a clutch.  The earliest true A/T of my recolection
was my = father's '49 Buick with a dynaflow.  My mother had a '54 Chevy
with a powerglide = too. But I was only 11 when she bought it, so I
didn't drive for a few years = yet.

Great question, though, now find a hard one!

Cliff Feiler
1984 Olds Delta 88 w/455
1979 Olds Delta 88 w/diesel
1931 Olds Patrician Sedanb
1931 Olds 4-door
1930 Viking Cabriolet
1929 Viking 4-door

- ------------------------------

From: Jason Labay <z28cfi@gwis.com>
Date: Wed, 20 Nov 1996 13:13:54 -0400
Subject: Re: Hurst/Pontiac???

At 04:42 AM 11/20/96 -0400, Tom Lentz wrote:

>     Also, they really didn't do a whole lot to that Pontiac that the =
WS6=20
>     package didn't already do.  A few appearance items, a=20
>     yet-to-be-determined shifter, and a new ignition system.

Yea I just got the article out and Hurst really isn't doing much besides
cosmetic mods. The biggest mod is the engine. It is the Lingenfelter =
383.
They specialize in building up LT1,LT4 and ZR1 engines. The info I have
= from them rates the 383 at 440hp.  It would benice to see Hurst back
with = Olds but like you said you can't blame them for going with
Pontiac. I have = this feeling that if Olds ever brings back the 442 in
V-8 form it will be = with the LT1, LT4 or the new for 98 LS1 (327) and
the Aurora V-8 will stay in = the luxury end...just my $.02 - - - - - -
- - - - - - - Jason Labay  Akron, Ohio (z28cfi@gwis.com) or
(jlabay@kent.edu) 93 Z/28......Patriot Red, A4, G92(3.23),
QLC....no-mods yet! 80 Olds 4-4-2  W-30, white, ( Actually a 4-3-1 W-30
in reality)

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 13:09:23 -0400
Subject: Damn power loss problems again

Ok here we go.  This morning as I was racing to work (literally) I=20
noticed that when I push the pedal, I seem to lose power.  I let off
of the gas it came back.  I tried playing a little with the pedal,
down/release ..., and I still had this wierd power loss.  The car
seems to be either not getting enough gas (shouldn't since I had=20
fuel pump replace) or the tranny is failing (shouldn't since I had it
serviced, bands tightened, down shift switch replaced).  What in the
world is going on?

Anyone experience such an annoyance?

Chris Sparks
68 442

- ------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Wed, 20 Nov 1996 13:12:18 -0400
Subject: Re: Interchangable body parts=20

At 10:52 AM 11/20/96 -0400, you wrote:
>>>          AMC actually built an engineering exercise in the 60s where
=

>>>          the front and back bumpers were the same, the right
front=20 >>>          and left rear doors doors interchanged (as did the
other=20 >>>          pair),the hood and trunk lid interchanged, and the
front = and=20 >>>          rear diagonally opposite fenders
interchanged. >> >>FWIW, VW Beetle RR and LF fenders, as do the LR and
RF. > >Back in the '30's, I think it was (C.R.F. will probably jump all
over >this one :-) some company built a car where even the four doors
would >interchange, LR with RF and RR with LF, thus keeping costs down
with >only needing two die sets instead of four. I'm thinking it might
have >been the Chrysler Airflow...? > >Andrew C. Green
(312) 853-8331 >Datalogics, Inc. >101 N. Wacker Drive, Ste. 1800
Internet: acg@dlogics.com >Chicago, IL  60606-7301           FAX: (312)
853-8282 > > Come on Andy,=20

Jump on you, never, I'd squash you.

I have a Chrysler Airflow, a 1936 C10 Imperial, and the four doors will
= not interchange.  I bought this car to hot rod, and am now having 2nd
= thoughts. Pressure from the restoration guys.  But so much is missing
under the = hood and trim wise. =20

And you're getting away from GM, much less Oldsmobile; bad joss.

Anyway, I think that some of the late '30s Willy's  77's may have had
interchangeable doors ft to rear.  Oh, yes, the car that I believe you =
are
thinking about was the '41 Hupmobile Skylark.  It looks like it had such
doors, and fenders too.  It started life as something else though, maybe
= the '37 Cord. =20

Cliff Feiler

- ------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Wed, 20 Nov 1996 13:19:16 -0400
Subject: Re[2]: Hurst/Pontiac???=20

I think I laughed to the same effect when I read that letter.  And
the=20 words "Ok, but just don't tell any '66 to '72 Olds Toronado
owners about =

that", all the while picturing clouds of white smoke rolling off the =
front=20
end of a Toro letting those 500 ft/lbs of torque loose.

Someone should enter their Toro into their burn out contests.  Although
= it=20 is pretty sad what these people are doing to their cars to win
the = chance=20 to get a photograph of their car's destruction in CC.
Here it comes; = there=20 is a use for Chevys after all.

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
Olds FAQ 2.0 at: http://www.en.com/users/thall/
                 ftp://arl.arizona.edu/lists/olds

- - ---------
     While I'm talking of FWD cars, there was a letter in the front of =
the=20
     latest Camaro Craft magazine bashing FWD cars and saying that =
they'll=20
     never replace RWD because the transaxle just can't be built
strong=20
     enough to handle the torque of a V8 (much less a big block V8), and
=

     the torque steer of a V8 would be too much.  Anyone want to send =
'em a=20
     picture of their 455 _big_block_ powered Toro and rub their noses =
in=20
     it?
    =20
     Tom Lentz

- ------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Wed, 20 Nov 1996 13:20:41 -0400
Subject: Re[2]: 442 Station Wagons?=20

You mean all the Covettes where painted 442 white at the factory :)!!  =
Uh oh.

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
Olds FAQ 2.0 at: http://www.en.com/users/thall/
                 ftp://arl.arizona.edu/lists/olds

- - ------------
It was also painted Corvette white at the factory.

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 13:29:29 -0400
Subject: Re: Hurst Automobiles

I need a little help here.  I am trying to settle an argument.  I
know that Hurst built Olds cars in '68,'69, 72, 74, 75, 79 and 83-84.
I am having a disagreement with a buddy about other Hurst cars. In
1970, he said that they built a Pontiac Grand Prix.  I thought that
they built a Chrysler 300. I also thought that Hurst built a Rambler
in '69.

*****
Tony,

I believe that all the above are correct.  Including the Grand Prix=20
SSJ, Chrysler 300-H, and the SC/Rambler.  You're right though - you=20
should get youself a copy of The Hurst Heritage.

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: "C.R.F." <wizkid@inlink.com>
Date: Wed, 20 Nov 1996 13:32:24 -0400
Subject: Rubber Motor Mounts=20

This thread has been running for the last few days, and I though I would
= now toss in my 1.5=3DA2 worth.=3D20

I do not ever remember seeing a motor mount in any GM product, in the
1960-1984 period that was not steel brackets vulcanized (yes, I believe
vulcanized is the correct term here.  Vulcanizing is in fact the =
essential
cure of the rubber, and under vulcanization the various parts are in =
effect
glued together) into a bracket.  I doubt that they used rubber however,
= as it might last a minute and a half in this application.=3D20

More likely the product is neoprene (artifical rubber and oil =
resistant).
It will eventually disintegrate due to use, oil may speed up the =
process,
especially of the adhesion of the rubber to the metal; but they do last
= for quite a while, and are generally satisfactory.

It is for all practical purposes oil resistant, and will eventually =
require
replacement.

Cliff Feiler

- ------------------------------

From: "Thomas Stoner" <TGSTONER@mailgw2.pmr.med.umich.edu>
Date: Wed, 20 Nov 1996 13:36:49 -0400
Subject: Re: Damn power loss problems again

Ok here we go.  This morning as I was racing to work (literally) I
noticed that when I push the pedal, I seem to lose power.  I let off
of the gas it came back.  I tried playing a little with the pedal,
down/release ..., and I still had this wierd power loss.  The car
seems to be either not getting enough gas (shouldn't since I had
fuel pump replace) or the tranny is failing (shouldn't since I had
it serviced, bands tightened, down shift switch replaced).  What in
the world is going on?

Anyone experience such an annoyance?

*****
All right Chris, I'll ask the obvious.  Have you changed your fuel=20
filter lately?

Tom Stoner
Ann Arbor, MI

- ------------------------------

From: Allen_R_MONROE@umail.umd.edu (am39)
Date: Wed, 20 Nov 1996 13:38:00 -0400
Subject: Re: Hurst Help=20

>Hey Guys and Gals  --
>
>I need a little help here.  I am trying to settle an argument.  I know
= that >Hurst built Olds cars in '68,'69, 72, 74, 75, 79 and 83-84.  I
am = having a >disagreement with a buddy about other Hurst cars. In
1970, he said that >they built a Pontiac Grand Prix.  I thought that
they built a Chrysler = 300. >I also thought that Hurst built a Rambler
in '69. > >I am pretty knowlegeable with Oldsmobiles and building them,
butI am = pretty >rusty with the "other" cars that Hurst marketed.  I
guess I should buy = the >"Hurst Heratige" book! > >Thanks for your
help! > >Tony > > > =
_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/+++\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\
_= \_ > > >                                        Tony Waldner
>tonwald@metro2.k12.mn.us                Northeast Metro 916 >
3300 Century Ave. N. >                                         White
Bear Lake, MN >
55110 > > =
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_+++_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_
/= _/ > > > > Yes I believe that your buddy is correct. There was also a
73 H/O, first year for white or black body color. >

Allen R. MONROE
Email:am39@umail.umd.edu=20

- ------------------------------

From: mrw@mil.emc.com (Marc Westerlind)
Date: Wed, 20 Nov 1996 13:32:22 -0400
Subject: Re: Damn power loss problems again

Sounds like your running a little rich... is the air cleaner real dirty?

marc westerlind
1970 cutlass supreme

> From oldsmobile-owner@chebucto.ns.ca Wed Nov 20 12:15 EST 1996
> Date: 	Wed, 20 Nov 1996 13:09:23 -0400
> From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
> Mime-Version: 1.0
> To: oldslist <oldsmobile@chebucto.ns.ca>
> Subject: Damn power loss problems again
> Content-Transfer-Encoding: 7bit
>=20
> Ok here we go.  This morning as I was racing to work (literally) I=20
> noticed that when I push the pedal, I seem to lose power.  I let off
> of the gas it came back.  I tried playing a little with the pedal,
> down/release ..., and I still had this wierd power loss.  The car
> seems to be either not getting enough gas (shouldn't since I had=20
> fuel pump replace) or the tranny is failing (shouldn't since I had it
> serviced, bands tightened, down shift switch replaced).  What in the
> world is going on?
>=20
> Anyone experience such an annoyance?
>=20
> Chris Sparks
> 68 442
>=20
>=20

- ------------------------------

From: "Andrew C. Green" <acg@dlogics.com>
Date: Wed, 20 Nov 1996 13:31:27 -0400
Subject: Re: Damn power loss problems again=20

>Ok here we go.  This morning as I was racing to work (literally) I=20
>noticed that when I push the pedal, I seem to lose power.  I let off
>of the gas it came back.  I tried playing a little with the pedal,
>down/release ..., and I still had this wierd power loss.  The car
>seems to be either not getting enough gas (shouldn't since I had=20
>fuel pump replace)

Well, the fuel pump may be supplying plenty of gas, but if the carb
is mixing it all wrong, you'll get this problem. Maybe the choke is
going off too soon?

>or the tranny is failing (shouldn't since I had it
>serviced, bands tightened, down shift switch replaced).

If the RPMs go _up_ but nothing else happens, there might be a
problem there, but I think the more likely problem is a lean
mixture that's starving the engine when the butterflies open,
and if anything I'd expect RPMs to go down when this occurs.
Is the timing set up properly? No vacuum leaks?

Andrew C. Green                   (312) 853-8331
Datalogics, Inc.
101 N. Wacker Drive, Ste. 1800    Internet: acg@dlogics.com
Chicago, IL  60606-7301           FAX: (312) 853-8282

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 13:42:56 -0400
Subject: Re: 68 hood

Hi all,

I was just comtemplating an idea.  On my 68 442's hood I have the raised
center portion which leads to a ventilation grille.  Could someone
install some kind of air scoop in its place? =20

Just wonder'in.

Chris Sparks
68 442

- ------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Wed, 20 Nov 1996 16:36:56 -0400
Subject: Re: Hurst/Pontiac???

Tom Lentz wrote:
>=20
>  While I'm talking of FWD cars, there was a letter in the front of the
>  latest Camaro Craft magazine bashing FWD cars and saying that they'll
>  never replace RWD because the transaxle just can't be built strong
>  enough to handle the torque of a V8 (much less a big block V8)...=20

Uh-oh.  I'd better tell the Toro that she can't burn rubber=20
anymore.  She's not gonna like that after 30 years.

> ...and the torque steer of a V8 would be too much. =20

And I always though she just was trying to pull into gas stations.

> Anyone want to send 'em a picture of their 455 _big_block_ powered =
Toro=20
> and rub their noses in it?

Those that have eyes, let him see. =20
Those that have ears, let him hear.

The 66 Toro and Mike


- - --=20
Michael R. Frederick, CEO           Edison3, Incorporated
     Tampa, Florida           Data Translation & Communication
     (813) 210-8649             http://www.cpeq.com/~edison3/

- ------------------------------

From: Richard Bonazzoli <bonazzoli@5onflr.ENET.dec.com>
Date: Wed, 20 Nov 1996 13:45:35 -0400
Subject: RE: Hurst Help=20

> In 1970, he said that they built a Pontiac Grand Prix. =20

In 1970 and 1971, Hurst worked with Pontiac on a special
gold and white GP with a huge electric sunroof.  The 1970 model is
quite rare, but I have seen a 71's a couple of times in the past.

Rich Bonazzoli

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 13:58:31 -0400
Subject: Re: Damn power loss problems again

Marc Westerlind wrote:
>=20
> Sounds like your running a little rich... is the air cleaner real =
dirty?

I don't know but will definitely check it out.  I have been running
the car with the air filter lid inverted, ya know to get more air into
the carb.  It probably is dirty. :-(


Chris Sparks

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 13:55:58 -0400
Subject: Re: Damn power loss problems again

Thomas Stoner wrote:

> All right Chris, I'll ask the obvious.  Have you changed your fuel
> filter lately?

Now remember I am not mechanically inclined :-)  I don't believe that
I have.  BTW where is it?  When I had my carburator (sp?) rebuilt would
that have been replaced?  I had the fuel pump done.  Would the filter
had been replaced then?

I'll look into it.

Chris Sparks
68 442

- ------------------------------

From: nmichelli@acl.nyit.edu
Date: Wed, 20 Nov 1996 13:56:31 -0400
Subject: Re: Damn power loss problems again

i have the same problem when trying to open it up on the highway....i =
step=20
on the gas nothing and after a couple of seconds the car jumps and =
begins=20
to accelerate...what could this b'85 Delta88.......

- ------------------------------

From: "Timothy A. Churchill" <tac3550@egbsun1.draper.com>
Date: Wed, 20 Nov 1996 14:00:03 -0400
Subject: Re: Hurst Help

Tony asks:

<snip>

> I also thought that Hurst built a Rambler in '69.


You are referring, I believe, to the SC/Rambler.  A co-worker of mine
years ago was into these (go figure :) ).  Yup, as I recall, these
were a Hurst production... a very limited production.



Tim (Liked My Dad's '61 Rambler, But That's About It) Churchill
- - -------------
'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
'89 Cadillac Fleetwood, a.k.a. 'Der KinderWagen'
'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'

- ------------------------------

From: Kevin Wong <yu135008@yorku.ca>
Date: Wed, 20 Nov 1996 14:03:01 -0400
Subject: Re: GM Transmissions

> Late (ready for the next years new model) in 1937 GM started =
advertising the
> Automatic Safety transmission.  Which means that they were probably in
> series sproduction by then, late 1937, and would appear as an option =
in 1938
> Oldsmobiles, which of course makes them 1938 models.

I think this was also called the "traffic transmission", and was offered
for some Olds and Buick cars in '37 and '38.  This wasn't a fully
automatic unit since there was no valve body.

> always the posibility of an earlier  experimental unit, or later =
produciton

As far as experimental units go, Cadillac had a step-up ratio gearbox =
that
would upshift automatically under full torque in 1934. =20

I believe the first fully automatic transmission, Hydra-Matic, was
offered in 1940 by Oldsmobile.  Cadillac received it in 1941.

Kevin Wong

- ------------------------------

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Wed, 20 Nov 1996 14:05:49 -0400
Subject: Re: Damn power loss problems again

Andrew C. Green wrote:
>=20
> Well, the fuel pump may be supplying plenty of gas, but if the carb
> is mixing it all wrong, you'll get this problem. Maybe the choke is
> going off too soon?

Well the problem occured after 25 minutes of driving.

> If the RPMs go _up_ but nothing else happens, there might be a
> problem there, but I think the more likely problem is a lean
> mixture that's starving the engine when the butterflies open,
> and if anything I'd expect RPMs to go down when this occurs.

Well I don't really remember if the RPMs went up or down.

> Is the timing set up properly? No vacuum leaks?

Well this is a probable area as well.  I am currently waiting on
a coffee canister vacuum unit.  Currently I have the smaller hose
fit inside the larger hose.  Please don't flame me since the mechanic
did this.

The timing I currently have has been adjusted so that I am running a
little slower.  This was due to the pinging problem I couldn't stand.
It really didn't help the pinging since I have since realized that gas
is not as good as it used to be.  Maybe I should have my mechanic reset
it to what it supposed to be.  Heck when I first got the car I would=20
barely hit the pedal and would burn rubber.  Now that I have driven
the car and am used to it this should be a problem for me :-)  Does
anyone know what the proper settings is off the top of their head?
If not I'll check the olds faq.

Thanks to all who responded


Chris Sparks
68 442

- ------------------------------

From: "Timothy A. Churchill" <tac3550@egbsun1.draper.com>
Date: Wed, 20 Nov 1996 14:03:08 -0400
Subject: Re: Hurst/Pontiac???

Tom quotes Camaro Crap, err, Craft Magazine:

>      While I'm talking of FWD cars, there was a letter in the front of
= the=20 >      latest Camaro Craft magazine bashing FWD cars and saying
that = they'll=20 >      never replace RWD because the transaxle just
can't be built = strong=20 >      enough to handle the torque of a V8
(much less a big block V8), = and=20 >      the torque steer of a V8
would be too much.  Anyone want to send = 'em a=20 >      picture of
their 455 _big_block_ powered Toro and rub their noses = in=20

Not to mention the current line-up of Northstar V8 powered Cadillacs,
all FWD.  In the 300 - 325 HP Net range... nuthin' to sneeze at.



Tim Churchill
- - -------------
'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
'89 Cadillac Fleetwood, a.k.a. 'Der KinderWagen'
'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'

- ------------------------------

From: nmichelli@acl.nyit.edu
Date: Wed, 20 Nov 1996 14:03:12 -0400
Subject: Re: Damn power loss problems again

so ya think a dirty air cleaner could cause problems with acceleration

- ------------------------------

From: "Andrew C. Green" <acg@dlogics.com>
Date: Wed, 20 Nov 1996 13:59:57 -0400
Subject: Re: Damn power loss problems again=20

>i have the same problem when trying to open it up on the highway....i =
step=20
>on the gas nothing and after a couple of seconds the car jumps and =
begins=20
>to accelerate...what could this b'85 Delta88.......

In this case I'd say a bad accelerator pump, failing to give the engine
the initial squirt of gas needed, so you don't get proper acceleration
until the fuel flow can catch up to the new air volume. Had the carb
rebuilt recently? (Gee, I hope we're talking carburetors here! :-)

Andrew C. Green                   (312) 853-8331
Datalogics, Inc.
101 N. Wacker Drive, Ste. 1800    Internet: acg@dlogics.com
Chicago, IL  60606-7301           FAX: (312) 853-8282

- ------------------------------

From: mrw@mil.emc.com (Marc Westerlind)
Date: Wed, 20 Nov 1996 14:13:40 -0400
Subject: Re: Damn power loss problems again

Sometimes my car - when I am going down the highway at around 60mph and
= I floor it the car will not downshift due to the speed so the engine =
kinda gets loaded up and bogs and then takes off again when I let off =
and "get on it" again... It doesnt happen alot but I am a neat freak =
when it comes to the way my car runs. I havent had a chance to get any =
jets for it (its and edelbrock) so I have been tuning the idle mixture =
screws to try and make up for them (primitave but it works pretty good -
= not great though) Oh and I run my car about 10 degrees BTDC and I use
94 = octane gas usually with octane booster to fight the pinging....


Marc Westerlind
1970 cutlass supreme

> From oldsmobile-owner@chebucto.ns.ca Wed Nov 20 13:00 EST 1996
> Date: 	Wed, 20 Nov 1996 13:58:31 -0400
> From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
> Mime-Version: 1.0
> To: oldsmobile@chebucto.ns.ca
> Subject: Re: Damn power loss problems again
> Content-Transfer-Encoding: 7bit
>=20
> Marc Westerlind wrote:
> >=20
> > Sounds like your running a little rich... is the air cleaner real =
dirty?
>=20
> I don't know but will definitely check it out.  I have been running
> the car with the air filter lid inverted, ya know to get more air into
> the carb.  It probably is dirty. :-(
>=20
>=20
> Chris Sparks
>=20
>=20

- ------------------------------

From: nmichelli@acl.nyit.edu
Date: Wed, 20 Nov 1996 14:50:46 -0400
Subject: Re: Damn power loss problems again

how would i know that the carb is bad are there any tests i can do....

- ------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Wed, 20 Nov 1996 14:55:01 -0400
Subject: Re[2]: Damn power loss problems again=20

I would expect a carb rebuild to include a new filter.  Most likely that
=

was done.  However, $3 is worth spending.  If any new line was put in=20
recently, I would change it.  A clogged filter will also make the car =
buck=20
at acceleration or trying to maintain high speed up a hill.

Check out some solutions to pinging in the FAQ.

Could be accelerator pump bad, ignition problem, TV cable adjustment, =
trans=20
vacuum modulator, I'm sure there are others.  Sorry, but you need to=20
eliminate each.

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
Olds FAQ 2.0 at: http://www.en.com/users/thall/
                 ftp://arl.arizona.edu/lists/olds

- - ---------
(1) Now remember I am not mechanically inclined :-)  I don't believe =
that
I have.  BTW where is it?  When I had my carburator (sp?) rebuilt would
that have been replaced?  I had the fuel pump done.  Would the filter
had been replaced then?

(2) The timing I currently have has been adjusted so that I am running a
little slower.  This was due to the pinging problem I couldn't stand.

(3) Sometimes my car - when I am going down the highway at around 60mph
= and I=20 floor it the car will not downshift due to the speed so the
engine kinda gets = loaded up and bogs and then takes off again when I
let off and "get on it" = again...

- ------------------------------

From: david wyatt <Wyatt_David_L@Lilly.COM>
Date: Wed, 20 Nov 1996 14:05:09 -0400
Subject: Exhaust pipes and trumpets for 4-4-2s

The last time I checked (last year), NAPA had the correct tail pipes and
trumpets available. Their exhaust catalog also lists the correct=20
replacement hangers. I have their tailpipes, chrome trumpets, and=20
hangers on my 70 4-4-2. They are dead ringers for the originals which
I=20 removed, just in better shape. The trumpets I have are 12 years old
now=20 and they still look good. BTW, I used clamps to hold the trumpets
onto=20 the pipes so I did not have to weld them and screw up the
chrome. I=20 pointed the threaded part of the clamps toward the trunk
floor so they=20 woud not show. A little unhandy to tighten up, but
worth it. I do not=20 know if NAPA Auto Parts is nationwide or not. They
do sponsor a NASCAR=20 truck so I guess they are.

Dave Wyatt
70  4-4-2

- ------------------------------

From: zcwp11@Access.ETSU-Tn.Edu
Date: Wed, 20 Nov 1996 14:12:14 -0400
Subject: Re: motor mounts

On Wed, 20 Nov 1996, Andrew C. Green wrote:

> Well, yeah, but good grief, they're underneath an engine; of _course_
> they're going to get oil on them sooner or later. I don't think oil is
> going to accelerate their deterioration that much quicker than regular
> fatigue will sooner or later.

Hopefully later than sooner, cause when my mounts go, they're gonna take
=

the hood with them probably!   :-(

At least I've got an extra on the '81 even if it is dented a little.

Peace, Goodwill, and Happy Oldsmobilling,
Clayton (thinking that clearance REALLY IS important) Pierce
zcwp11@Access.ETSU-Tn.Edu
'84 Oldsmobile Cutlass Supreme (350 4bbl. 67k miles)
'81 Oldsmobile Cutlass Calais (350 4bbl. ? miles) {parts car}
'80 Rover 3500 (215 EFI V8 85k miles)
'72 Mercury Marquis Brougham (429 4bbl. 110k miles) (BOTH motor
mounts=20 broken)

- ------------------------------

From: zcwp11@Access.ETSU-Tn.Edu
Date: Wed, 20 Nov 1996 14:16:28 -0400
Subject: bumper sticker

I just picked up 3 bumper stickers from a free display.  I thought of my
=

Mercury (the bomb) when I saw them.  If anybody with a V.C. or some =
other=20
oversized luxo-barge such as a 88, 98, etc, wants one, I'd be glad to =
mail=20
them one.  It says "My other Car is a" and then has a picture of a tank.
= =20 It does say National Guard on it below the tank, but maybe I can
paint=20 over that part.

Peace, Goodwill, and Happy Oldsmobilling,
Clayton Pierce,
zcwp11@Access.ETSU-Tn.Edu

- ------------------------------

From: jzeilman@stlouis.cp.lucent.com
Date: Wed, 20 Nov 1996 13:27:00 -0400
Subject: RE: A funny thing happened to me at our Olds chapter meeting...

In response to Charley Buehner, and another member (I think it was =
Chris)=20
who asked why I sold my '69 4-4-2:

Sorry I haven't responded sooner, I've been involved in moving a center,
= and=20 building a LAN for nearly 100 users at a new location for the
past week, = and=20 have barely had time to do much of anything besides
that.  Anyway, = Charley=20 is right.  I've probably gone over it in my
head a thousand times (or = more)=20 as to why I sold the '69 4-4-2.  It
was the finest automobile I have = ever=20 owned.  I sold it for three
reasons: 1) I had chosen to return to college and needed the money to
pay for it. 2) I had had my fun with it, and I thought I was at a point
in my life = that=20 I should grow up and do the responsible and adult
thing and sell it, = then=20 move on with my life (HA!  Boy was I dumb!)
3) I used to race that car all the time and do some pretty crazy things
= in=20 it and I had been quite lucky with lack of accidents (it was
dangerously =

fast!).  I figured I was lucky nothing severe had happened to me up to =
that=20
point, and thought I had better get rid of it before something did.

8 years have gone by since I sold it, and it is probably the only =
serious=20
regret I still have in my life.  I really enjoy the two Cutlasses I =
have,=20
but they could never stand up to the admiration I had for that 4-4-2.  =
I'm=20
sure a lot of you out there know exactly the way I feel.

Thanks for asking.  : )

Jeff Zeilmann
SMTP:jzeilman@stlouis.cp.lucent.com
'68 Cutlass Supreme, '69 Cutlass S Convertible

- ------------------------------

End of oldsmobile-digest V1 #373
********************************




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End of oldsmobile-digest V1 #380
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