
oldsmobile-digest       Tuesday, July 13 2004       Volume 01 : Number 4949



Re:  dist cap placement/phasing?/vac adv.
Re: Electric fuel pump install
Re: Electric fuel pump install
Re: Electric fuel pump install
Re: numbers matched info needed
Re: numbers matched info needed
Numbers matching, this time transmissions.
Hurst Dual Gate shifter conversion to 4 speed auto
Re: new find - rare engine
too big a cam?
Re: distributor placement, various GM engines...
Re: Hurst Dual Gate shifter conversion to 4 speed auto
Re: Yellow Interior, 67 Cutlass
Re: too big a cam?
dist cap placement/phasing?
1980 442 Owners?
Re: too big a cam?
Re: too big a cam?
Re: distributor placement, various GM engines...
72 442 convertible, stolen in Sunnyvale, CA 7/11/04
Re: too big a cam?

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

Date: Sun, 11 Jul 2004 23:56:00 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>
Subject: Re:  dist cap placement/phasing?/vac adv.

> Jetting the car did not seem to help as much as i thought.
> I believe the intake/distribution is not good on j2 intake.
> Or maybe Milton is right and she needs the headers to breath right.


With headers, she *will* take bigger jets and there will be a difference,
because she will be able to breath better, which will lean the engine.
Therefore, she will need bigger jets and will be able to handle them with
headers.


> Some plugs are still lean looking and others have gotten alot more color.


That's because of unequal intake distribution leading to an unequal A/F mass
charge in each cylinder. The stock exhaust manifolds aren't helping either,
with their unequal flow.


> I did hear tell of something today i have never done,,,phasing a dis. cap.
> Take a old cap and drill/melt a hole in the top between #1 post and coil
post.
> With timing light and eng. on, see if the rotor points to post threw yer
new little hole in top of cap.
> I am guessing the little notch in the cap or dis body/points,variables
could be not correct?


Yep. MSD has a special procedure and cap and rotor for that. I phased
Thunder's distributor. Go to
http://www.msdignition.com/pdf/tb_rotor_phasing.pdf for complete info and
procedure. Thunder uses the MSD Cap-a-Dapt system with adjustable rotor. Go
to http://www.msdignition.com/ , click on products, click on distributors,
and click on Cap-a-Dapts under distributor accessories.

Milton Schick
1964 442 Cutlass
imp@theriver.com

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

Date: Mon, 12 Jul 2004 07:24:40 -0400
From: Michael Ecker <ecker567@comcast.net>
Subject: Re: Electric fuel pump install

"The normally closed terminal goes to the ignition lead. That's the 
connection that'll get interrupted if the OP drops to zip."

I've had drag racer friends use the oil pressure switches in that 
manner, to cut off the ignition (and fuel pump) in case of loss of oil 
pressure.  Easy enough to work out with some 12v relays triggered by the 
switch.  I seem to remember one in particular that also mounted a 
momentary push button switch (turns off when released) so that the fuel 
pump could be operated at will when needed, such as to pre-fill new fuel 
lines or carb bowls.

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

"However, how many accidents have you seen where the engine doesn't shut 
off and has to be killed with the key? I've never had a car accident 
where the engine shut  itself off."

Milton, a good example is in a rollover accident.  The engine will 
quickly lose oil pressure if lying on its side or roof, and this will 
kill the engine and/or fuel pump (depending on how the safety switch is 
wired).  Many of the rollover vehicles I look at regularly have 
significant damage (have about 100 miles of an interstate highway 
running through our territory) and could very well have a fuel leak 
somewhere between the in-tank pump and the injectors.  At the very 
least, the engine being cut off immediately upon loss of oil pressure 
should save the engine (have looked at many vehicles over the years 
without engine cutoff switches linked to the low oil pressure sender 
where the vehicle would have been repairable had the engine not 
continued to run and fried the bearings/cylinders).

- -- 
Michael Ecker
Lehigh Acres, Florida
ecker567@comcast.net

1978 Cutlass Supreme - $500 purchase, being slowly fixed up
   (in line for V6-to-403 swap soon, and maybe 200-4R and gears...)

1979 Cutlass Supreme Brougham - becoming a circle track car
   (bought without title, had Certificate of Destruction so can never
    be re-registered, but will uphold the Oldsmobile name with honor)

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

Date: Mon, 12 Jul 2004 08:01:03 -0400
From: John Livingston <johnliving@cox.net>
Subject: Re: Electric fuel pump install

Okay, how about this situation: As you may recall, I find it 
politically advisable to occasionally have the wife drive the 442. 
Given her proven ability to leave the car in Drive when she parks it, 
I'm given to wondering what would happen should she turn the ignition 
switch to "On" instead of "Accessory" to listen to the radio.

John "I'd Better Cover All the Bases" Livingston
Olds 442 Convt.

>One thing that bugs me about the oil pressure shutoff switch. It's main use
>is supposed to be for safety, in the event of a car accident and the engine
>stops. Then, the fuel pump shuts off. However, how many accidents have you
>seen where the engine doesn't shut off and has to be killed with the key?
>I've never had a car accident where the engine shut itself off. That covers
>a few, especially when I was younger. The comment from John about having the
>oil pressure shutoff switch set low enough so the engine will start quickly
>is also valid.
>
>The use of the oil pressure shutoff switch is more of a personal comfort
>decision, IMHO. :-)
>
>Milton Schick
>1964 442 Cutlass
>imp@theriver.com

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

Date: Mon, 12 Jul 2004 07:36:31 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>
Subject: Re: Electric fuel pump install

You have a point, except I always put the electric fuel pump on a separate
toggle switch so that it is also an anti-theft device. The key switch
doesn't matter.

Milton Schick
1964 442 Cutlass
imp@theriver.com


- ----- Original Message -----
From: "John Livingston" <johnliving@cox.net>
To: <oldsmobile@chebucto.ns.ca>
Sent: Monday, July 12, 2004 5:01 AM
Subject: Re: Electric fuel pump install


> Okay, how about this situation: As you may recall, I find it
> politically advisable to occasionally have the wife drive the 442.
> Given her proven ability to leave the car in Drive when she parks it,
> I'm given to wondering what would happen should she turn the ignition
> switch to "On" instead of "Accessory" to listen to the radio.
>
> John "I'd Better Cover All the Bases" Livingston
> Olds 442 Convt.
>
> >One thing that bugs me about the oil pressure shutoff switch. It's main
use
> >is supposed to be for safety, in the event of a car accident and the
engine
> >stops. Then, the fuel pump shuts off. However, how many accidents have
you
> >seen where the engine doesn't shut off and has to be killed with the key?
> >I've never had a car accident where the engine shut itself off. That
covers
> >a few, especially when I was younger. The comment from John about having
the
> >oil pressure shutoff switch set low enough so the engine will start
quickly
> >is also valid.
> >
> >The use of the oil pressure shutoff switch is more of a personal comfort
> >decision, IMHO. :-)
> >
> >Milton Schick
> >1964 442 Cutlass
> >imp@theriver.com

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

Date: Mon, 12 Jul 2004 08:03:19 -0700
From: geo.aigel@sbcglobal.net
Subject: Re: numbers matched info needed

>A Chevy engine in your 442?!?!?!  SHAME ON YOU!!!!!!

LOL. No!


>   The vin derivative stamping for an Oldsmobile starts with 3.  For 
> example, 39M123456  breaks down as follows
>3=oldsmobile
>9=year of manufacture, in this case 1969
>M=Lansing, MI  the assembly plant
>123456=the last 6 digits of the VIN

The whole vin doesn't make it onto the engine Chris. What I'd have in that 
example above is only 8 digits: 9M123456. So, my engine vin derivative 
starts with the YEAR, not the DIVISION. ;)

So, in your example, if it would be a 455, you could say that it was a 1969 
engine, put in the car in Lansing. Likely, unless it was a h/o engine, it 
would have come in a big car.

George

71 442 and c/s ragtop. No chevies here!

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

Date: Mon, 12 Jul 2004 09:21:13 -0700
From: "Schopen, Kenneth" <kenneth.schopen@medtronic.com>
Subject: Re: numbers matched info needed

> Date: Sun, 11 Jul 2004 19:50:27 -0700 (PDT)
> From: chris smetana <grp442@yahoo.com>
> Subject: Re: numbers matched info needed
> 
> - --0-860328818-1089600627=:89610
> Content-Type: text/plain; charset=us-ascii
> 
>  From that you can tell it was assembled in TX. Also, the vin 
> derivative 
> starts with 1, which can only be 1971 on a 455, since the 
> weren't made 
> in 
> 61 or 81. So, if you'd have my 455 out of the 442 all by itself, you 
> could 
> say it was a 71 455 that came in a car which was assembled in 
> Tx. Hope 
> 
> George
> - ----------------------
> George,
> A Chevy engine in your 442?!?!?!  SHAME ON YOU!!!!!!  The vin 
> derivative stamping for an Oldsmobile starts with 3.  For 
> example, 39M123456  breaks down as follows
> 3=oldsmobile
> 9=year of manufacture, in this case 1969
> M=Lansing, MI  the assembly plant
> 123456=the last 6 digits of the VIN
>  
> Chris (no chevy engines in his Olds') Smetana
> grp442@yahoo.com

Another thing is that this numbering scheme came into use in 1968. Prior to that there was an engine assembly number stamped on the end of the right (passengers side) head, and this engine number had no relation to the vehicle VIN.

Kenneth
1971 Cutlass Supreme convertible
Phoenix, AZ

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

Date: Mon, 12 Jul 2004 11:55:34 -0500
From: "Eric Beaupre" <ebeaupre@eserv.biz>
Subject: Numbers matching, this time transmissions.

I have a 65 442 and I'm trying to authenticate what I can.  I haven't found
a build sheet or protecto plate.  My car came with a transmission that's
consistent with the M-14 heavy duty 3-spd (console shift) option.  Would the
trans be stamped with a VIN derivative number?  I know the motor isn't
related to the VIN so I doubt the tranny is.  I've found some stamped
numbers, anyone know where to decode those.  BTW it a Dearborn/F*rd
toploader, which I'm told is correct.

- --
Eric Beaupre

Engineering
eServ LLC
8200 N Allen Rd
Peoria, IL 61615
ofc: 309-691-4957 X1034
fax: 309-691-4960
cel: 309-453-3895
eml: ebeaupre@eserv.biz

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

Date: Mon, 12 Jul 2004 10:02:04 -0700
From: "Schopen, Kenneth" <kenneth.schopen@medtronic.com>
Subject: Hurst Dual Gate shifter conversion to 4 speed auto

Looking at the Shift Works catalog (www.shiftworks.com) I see that there is a kit (#C361) for converting the Pontiac GTO Hurst Dual Gate shifter to work with a 4 speed TH200-4R or TH700-R4 transmission. Since I have a Dual Gate in my Cutlass, I was very interested in getting one of these. I e-mailed Shift Works and inquired about it, and Herb replied saying that the kit would not work with the Oldsmobile shifter, and he did not have one for the Oldsmobile. I e-mailed him back questioning what exactly is the difference in the shifters, but I have not heard back from him yet.

So, does anyone know what the difference is (if any) between an Oldsmobile Hurst Dual Gate and a Pontiac GTO Dual Gate? I can't imagine that there would be any substantial differences between the two that would prevent an energetic, mechanically inclined individual like myself from overcoming them. 

Has anyone converted an Olds Dual Gate to 4 speed operation? If so, how? Does anyone have any experiences with the Shift Works conversion kit? Any and all information , opinions, etc. are welcome.

Kenneth
1971 Cutlass Supreme convertible
Phoenix, AZ

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

Date: Mon, 12 Jul 2004 13:01:01 -0400
From: Mearl Francis <mearl.francis@gmail.com>
Subject: Re: new find - rare engine

I have a  CS with a 1969 350 Rocket Engine in it now. The heads are
stamped #6. Are these the corect heads? I know they had head work done
before i got the car. Are these heads good/bad??
Thanks
Mearl

On Wed, 7 Jul 2004 17:15:25 -0700, Schopen, Kenneth
<kenneth.schopen@medtronic.com> wrote:
> > Date: Tue, 06 Jul 2004 21:33:18 -0400
> > From: "Christopher Witt" <rocketscience442@hotmail.com>
> > Subject: new find - rare engine
> >
> > Found a #4 head on a #8 headed 350 today
> > Engine sported the A1 aluminum 2-bbl 260 intake also
> 
> snip
> 
> > - ----------------------
> > Chris Witt
> 
> Wow, that engine must have been one heck of a performer, what
> with one 79cc head and one 64(?)cc head and that free flowing
> intake with those "high velocity" ports.
> 
> Kenneth
> 1971 Cutlass Supreme convertible
> Phoenix, AZ
>

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

Date: Mon, 12 Jul 2004 13:45:20 -0400
From: "Tour Op & Travel Agency Trade 2000" <travelchile@manquehue.net>
Subject: too big a cam?

Hi all,
I'm having a problem with too much of the  Hc in the exhaust, from 1000 to
1500 ppm, well beyond the top tolerated value of 800. The cam I use is an
equivalent of the Ed Performer - .472/.496 and 214/224.
I don't think so, but could it be caused by the cam being too long duration?
The Hc ppm are the same at idle and at 2500rpm, The idle can be turned down
to 550-600 with no problem, pulls between 15 and 17 in of vacuum at idle.
Any experience with this cam?
The compressions are 160lb +- 5, Qjet... I suspect the HEI high voltage
circuit getting bad, as the engine seems to work not smooth at all the
moments.
Well, the Q is about the cam - is it too big or not?
TIA
Matt
468ci...

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

Date: Mon, 12 Jul 2004 13:25:57 -0700
From: "John Holt sr" <johnlholtsr@hotmail.com>
Subject: Re: distributor placement, various GM engines...

So Milton, according to your post,  I can put a Chev HEI into my (Super 88) 
64 394 ??, that would be awesome.

I am on digest so sorry if a little slow...

John

_________________________________________________________________
FREE pop-up blocking with the new MSN Toolbar – get it now! 
http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/

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

Date: Mon, 12 Jul 2004 21:45:32 +0000
From: 77w30442@comcast.net
Subject: Re: Hurst Dual Gate shifter conversion to 4 speed auto

- --NextPart_Webmail_9m3u9jl4l_21717_1089668732_0
Content-Type: text/plain
Content-Transfer-Encoding: 8bit

hurst makes a 4 speed dual gate and it fits factory 3 speed aplications
ron

- -------------- Original message -------------- 

> Looking at the Shift Works catalog (www.shiftworks.com) I see that there is a 
> kit (#C361) for converting the Pontiac GTO Hurst Dual Gate shifter to work with 
> a 4 speed TH200-4R or TH700-R4 transmission. Since I have a Dual Gate in my 
> Cutlass, I was very interested in getting one of these. I e-mailed Shift Works 
> and inquired about it, and Herb replied saying that the kit would not work with 
> the Oldsmobile shifter, and he did not have one for the Oldsmobile. I e-mailed 
> him back questioning what exactly is the difference in the shifters, but I have 
> not heard back from him yet. 
> 
> So, does anyone know what the difference is (if any) between an Oldsmobile Hurst 
> Dual Gate and a Pontiac GTO Dual Gate? I can't imagine that there would be any 
> substantial differences between the two that would prevent an energetic, 
> mechanically inclined individual like myself from overcoming them. 
> 
> Has anyone converted an Olds Dual Gate to 4 speed operation? If so, how? Does 
> anyone have any experiences with the Shift Works conversion kit? Any and all 
> information , opinions, etc. are welcome. 
> 
> Kenneth 
> 1971 Cutlass Supreme convertible 
> Phoenix, AZ 
- --NextPart_Webmail_9m3u9jl4l_21717_1089668732_0
Content-Type: text/html
Content-Transfer-Encoding: 8bit

<html><body>
<P>hurst makes a 4 speed dual gate and it fits factory 3 speed aplications</P>
<P>ron<BR></P>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">-------------- Original message -------------- <BR><BR>&gt; Looking at the Shift Works catalog (www.shiftworks.com) I see that there is a <BR>&gt; kit (#C361) for converting the Pontiac GTO Hurst Dual Gate shifter to work with <BR>&gt; a 4 speed TH200-4R or TH700-R4 transmission. Since I have a Dual Gate in my <BR>&gt; Cutlass, I was very interested in getting one of these. I e-mailed Shift Works <BR>&gt; and inquired about it, and Herb replied saying that the kit would not work with <BR>&gt; the Oldsmobile shifter, and he did not have one for the Oldsmobile. I e-mailed <BR>&gt; him back questioning what exactly is the difference in the shifters, but I have <BR>&gt; not heard back from him yet. <BR>&gt; <BR>&gt; So, does anyone know what the difference is (if any) between an Oldsmobile Hurst <BR>&gt; Dual Gate and a Pontiac GTO Dual Gate? I can't imagine that there would be any <BR>&gt; substantial differences between the two that would prevent an energetic, <BR>&gt; mechanically inclined individual like myself from overcoming them. <BR>&gt; <BR>&gt; Has anyone converted an Olds Dual Gate to 4 speed operation? If so, how? Does <BR>&gt; anyone have any experiences with the Shift Works conversion kit? Any and all <BR>&gt; information , opinions, etc. are welcome. <BR>&gt; <BR>&gt; Kenneth <BR>&gt; 1971 Cutlass Supreme convertible <BR>&gt; Phoenix, AZ </BLOCKQUOTE></body></html>

- --NextPart_Webmail_9m3u9jl4l_21717_1089668732_0--

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

Date: Mon, 12 Jul 2004 19:01:02 EDT
From: NUOLDSMAN@aol.com
Subject: Re: Yellow Interior, 67 Cutlass

- -------------------------------1089673262
Content-Type: text/plain; charset="US-ASCII"
Content-Transfer-Encoding: 7bit

Hi guys, 
     A few months ago I remember a thread about someone finding yellow vinyl 
for their 67 Cutlass.  Not having a yellow interiored car, I read it with 
littel interest.  Now a local guy is looking for a yellow interior for his car.  I 
told him I didn't think anyone is currently offering a finished yellow 
interior and that he would most likely have to find the vinyl, then have someone 
make the interior for him.  Is this correct?  Anyone have any info I can forward 
to this gentleman?
Thanks,
Steve D

- -------------------------------1089673262
Content-Type: text/html; charset="US-ASCII"
Content-Transfer-Encoding: quoted-printable

<HTML><HEAD>
<META charset=3DUS-ASCII http-equiv=3DContent-Type content=3D"text/html; cha=
rset=3DUS-ASCII">
<META content=3D"MSHTML 6.00.2800.1106" name=3DGENERATOR></HEAD>
<BODY style=3D"FONT-SIZE: 10pt; FONT-FAMILY: Arial; BACKGROUND-COLOR: #fffff=
f">
<DIV>Hi guys, </DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; A few months ago I remember a thread about som=
eone finding yellow vinyl for their 67 Cutlass.&nbsp; Not having a yellow in=
teriored car, I read it with littel interest.&nbsp; Now a local guy is looki=
ng for a yellow interior for his car.&nbsp; I told him I didn't think anyone=
 is currently offering a finished yellow interior and that he would most lik=
ely have to find the vinyl, then have someone make the interior for him.&nbs=
p; Is this correct?&nbsp; Anyone have any info I can forward to this gentlem=
an?</DIV>
<DIV>Thanks,</DIV>
<DIV>Steve D</DIV></BODY></HTML>

- -------------------------------1089673262--

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

Date: Mon, 12 Jul 2004 17:39:14 -0700
From: Mark Mullins <mark@marineaviation.org>
Subject: Re: too big a cam?

Matt,
That cam doesn't sound too big to me (but even TOO has a limit)  How is the 
engine running?  High HC is caused by unburned fuel. So you're obviously 
not only failing emissions, but missing out on some performance benefits as 
well.  Nice article in MotorAge last month on emissions. Might lead you in 
the right 
direction. 
http://www.motorage.com/motorage/article/articleDetail.jsp?id=100792

M


At 01:45 PM 7/12/2004 -0400, you wrote:
>Hi all,
>I'm having a problem with too much of the  Hc in the exhaust, from 1000 to 
>1500 ppm, well beyond the top tolerated value of 800. The cam I use is an 
>equivalent of the Ed Performer - .472/.496 and 214/224. I don't think so, 
>but could it be caused by the cam being too long duration?
>The Hc ppm are the same at idle and at 2500rpm, The idle can be turned 
>down to 550-600 with no problem, pulls between 15 and 17 in of vacuum at 
>idle. Any experience with this cam?
>The compressions are 160lb +- 5, Qjet... I suspect the HEI high voltage 
>circuit getting bad, as the engine seems to work not smooth at all the
>moments. Well, the Q is about the cam - is it too big or not?
>TIA
>Matt
>468ci...

Mark Mullins
Tucson, Az

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

Date: Mon, 12 Jul 2004 20:11:01 -0500
From: bcroe@juno.com
Subject: dist cap placement/phasing?

For some distributors, you can buy a transparent cap 
to check that.  I have one for HEI.   Bruce Roe 

12 Jul 2004  Cutlass7276@netscape.net writes:

> I did hear tell of something today i have never done,,,phasing 
> a dis. cap.   Take a old cap and drill/melt a hole in the top 
> between #1 post and coil post.

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

Date: Mon, 12 Jul 2004 21:03:44 -0500
From: "Doug Newman" <newmand@oldsgmail.com>
Subject: 1980 442 Owners?

Folks, 

By chance is there anyone on the list who owns a 1980 442?  With only
886 produced, I realize it's a long shot.  Brad Bishop needs a photo of
one for the 442 lineage poster he's producing with Ralph Gaines, the OCA
merchandising coordinator.  (See the ad for the poster on page 15 in the
July issue of Journey with Olds.)  

If anybody owns one of these rare examples, or you know of someone who
*does* own one and has access to a digital camera, please contact me
off-list at mailto:newmand@oldsgmail.com.  

Thanks, 


Doug Newman                  1987 442              OCA # 30311
Columbus, MS                    

http://store.oldsgmail.com                             The Store    
http://newmand.oldsgmail.com                       My Home Page    

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

Date: Tue, 13 Jul 2004 02:32:26 +0000
From: Steve Harrison <k0xp@dandy.net>
Subject: Re: too big a cam?

At 05:39 PM 7/12/2004 -0700, you wrote:
>Matt,
>That cam doesn't sound too big to me (but even TOO has a limit)  How is the 
>engine running?  High HC is caused by unburned fuel. So you're obviously 
>not only failing emissions, but missing out on some performance benefits as 
>well.  Nice article in MotorAge last month on emissions. Might lead you in 
>the right 
>direction. 
>http://www.motorage.com/motorage/article/articleDetail.jsp?id=100792

Thanks for that reference, Mark!  :o)

SteveH

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

Date: Mon, 12 Jul 2004 21:40:15 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>
Subject: Re: too big a cam?

> I'm having a problem with too much of the  Hc in the exhaust, from 1000 to
> 1500 ppm, well beyond the top tolerated value of 800. The cam I use is an
> equivalent of the Ed Performer - .472/.496 and 214/224.
> I don't think so, but could it be caused by the cam being too long
duration?


I don't believe so.


> The Hc ppm are the same at idle and at 2500rpm, The idle can be turned
down
> to 550-600 with no problem, pulls between 15 and 17 in of vacuum at idle.
> Any experience with this cam?
> The compressions are 160lb +- 5, Qjet... I suspect the HEI high voltage
> circuit getting bad, as the engine seems to work not smooth at all the
> moments.


No, with 468 cubes, the cam is swallowed by the engine. Since you believe
the HEI is laying down, that sure could cause it by not providing enough
current for an efficient fuel burn. Other than that, it could be a too rich
carb.

Milton Schick
1964 442 Cutlass
imp@theriver.com

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

Date: Mon, 12 Jul 2004 22:34:04 -0700
From: "Infinite Space Systems, Inc." <imp@theriver.com>
Subject: Re: distributor placement, various GM engines...

> So Milton, according to your post,  I can put a Chev HEI into my (Super
88)
> 64 394 ??, that would be awesome.


John, you have me at a loss. I posted the following:

All standard deck height Chevy, '55 and up, except 348/409

Chevy 348/409/experimental 427 (used basic 409 block)

'62-'92 AMC/Jeep 290-401 V8

'55-'81 Pontiac 301-455 V8

'64-'90 Olds 260-455 V8

etc.

Each line is a separate category of common distributors. I didn't even
address 394 and earlier Olds engines, but I do believe '49 to '64 394 may be
the same, but I'm not sure, and there wasn't a reference either in the Accel
online catalog or the Mallory online catalog, which has the most extensive
list of available Mallory aftermarket distributors there is, including
dual-point ( http://go.mrgasket.com/pdf/mal_distributors.pdf ). Even Mallory
no longer had a distributor for the Buick nail-head V8s, 401-425 and
earlier.

Milton Schick
1964 442 Cutlass
imp@theriver.com

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

Date: Mon, 12 Jul 2004 23:17:35 -0700
From: geo.aigel@sbcglobal.net
Subject: 72 442 convertible, stolen in Sunnyvale, CA 7/11/04

Cross posting this from the local norcal olds club's message board. Please 
keep an eye open for this car and contact the owner and / or the 
authorities, if you have any information.

I hope the cops find the bad guys before any of us olds guys do!

Cheers, George

==================



Stolen OLDS!
Posted on July 12, 2004 at 06:29:43 AM by NickDavis@EarthLink.net :

My '72 442 convertible was stolen in Sunnyvale on 7/11. It is Silver Pewter 
with a black top, black interior and black stripes on the W-25 hood and has 
California license OLDS. If you spot it, please contact your local police 
and call me collect at 650/856-4842. I've owned the car since new, so 
losing it is like losing a major organ . . .

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

Date: Tue, 13 Jul 2004 10:06:56 -0400
From: "Tour Op & Travel Agency Trade 2000" <travelchile@manquehue.net>
Subject: Re: too big a cam?

Well guys,thanks to all for the answeres, the new ignition will soon give a
new look to the problem...
best regards to all
Matt  L. Raniewicz

> Matt,
> That cam doesn't sound too big to me (but even TOO has a limit)  How is
the
> engine running?  High HC is caused by unburned fuel. So you're obviously
> not only failing emissions, but missing out on some performance benefits
as
> well.  Nice article in MotorAge last month on emissions. Might lead you in
> the right
> direction.
> http://www.motorage.com/motorage/article/articleDetail.jsp?id=100792
>
> M
>
>
> At 01:45 PM 7/12/2004 -0400, you wrote:
> >Hi all,
> >I'm having a problem with too much of the  Hc in the exhaust, from 1000
to
> >1500 ppm, well beyond the top tolerated value of 800. The cam I use is an
> >equivalent of the Ed Performer - .472/.496 and 214/224. I don't think so,
> >but could it be caused by the cam being too long duration?
> >The Hc ppm are the same at idle and at 2500rpm, The idle can be turned
> >down to 550-600 with no problem, pulls between 15 and 17 in of vacuum at
> >idle. Any experience with this cam?
> >The compressions are 160lb +- 5, Qjet... I suspect the HEI high voltage
> >circuit getting bad, as the engine seems to work not smooth at all the
> >moments. Well, the Q is about the cam - is it too big or not?
> >TIA
> >Matt
> >468ci...
>
> Mark Mullins
> Tucson, Az
>

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End of oldsmobile-digest V1 #4949
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