To:	oldsmobile-digest @ chebucto.ns.ca @ INTERNET
cc:	 
Subject:	oldsmobile-digest V1 #541


oldsmobile-digest        Thursday, 27 February 1997     Volume 01 : Number 541

Re: 70' 442-W30
Re: 70' 442-W30
63 F-85 For Sale
PowerGlide
Re: Tire Rotation (was 70' 442-W30)
63 F-85 For Sale
Re: How do I know
Re: 68 Conv. Power Windows?
Re: High RPM Stress con'd:  Turbo Backpressure
Re: 68 Conv. Power Windows?
Re: 1970 Cutlass S
Re: 68 Conv. Power Windows?
Re: 68 Conv. Power Locks?
Re: cam specs
Re: PowerGlide
olds service manuals
Re: olds service manuals
Re: 50's Oldsmobile lists?
Re: Mexican workmanship
Re: cam specs
Re: 50's Oldsmobile lists?
Model colors
Crank swap
Re: Z-Rated Tires (Was:Re: 70' 442-W30)
Re: Bummer
Thanks Walter
Re: olds service manuals -Reply
Re: Model colors
Re: cam specs:  DR OLDS
Re: 70' 442-W30
Model colors -Reply
FAQ-Heads.... ;-)
Re: Model colors -Reply
Re: High RPM Stress con'd: On Balance
Re: Vapor lock
Used Mondello Head, Intake, Cam Package
Re: Model colors -My Bad
Re: Crank swap
Re: 68 Conv. Power Windows?
Re: High RPM Stress con'd: On Balance
Re: 68 Conv. Power Locks?
Re: Crank swap
Re:  Vapor lock
Re: PowerGlide
Re: 68 Conv. Power Windows?
Re: Bummer
Where is Wes Fujii? (was: Re: 70' 442-W30)
Re: High RPM Stress con'd: On Balance
Re: RRAP
Re: Crank swap
1982 cutlass calais 442
Re: Model colors -Reply
Re: Crank swap
Re: Crank swap
RE: Parts for sale
Re: 1982 cutlass calais 442
Re: 1982 cutlass calais 442
Re: 200-4R
Re: Model colors -Reply
well, we've been seeing some "interchangibility"...
Re: Where is Wes Fujii? (was: Re: 70' 442-W30)
Re: 1970 Cutlass S
Re: How do I know
Re: many thanks
Re: Model colors
[none]
Re: Crank swap
Re: Need Positraction
Re: olds service manuals

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

From: Clayton Pierce <zcwp11@Access.ETSU-Tn.Edu>
Date: Thu, 27 Feb 1997 13:53:12 -0400
Subject: Re: 70' 442-W30

On Thu, 27 Feb 1997, Mark Cornea (R) wrote:
>
> 	Jeff-
> 		On my '70 W30 I have 265/50x15's on the front (and they don't
> touch the wheel wells) and 295/50x15's on the back, all are mounted on 15x8
                            ^^^^^^^^^^^
Charist, I'd hate to guess what you paid for those buggers!  I wonder if
they'd fit on a G-body!  That's some serious tire!  I bet that you don't
have too much of a problem with wheelspin at the stoplights.  Then again,
it's an Olds, so maybe you do :-)

I don't have an older 442, wish I did, but...
I'm running 235/65/14's on the back and 215/65/14's on the front of my
G-body Cutlass.  With the 350 swap though, the front end is a bit low to
begin with, and I need to get some matching tires.  That would certainly
help my braking ability.  Right now, my front end scrubs a bit on
speed-bumps, and my back-end is slightly higher than stock!!!

Clayton Pierce,
zcwp11@Access.ETSU-Tn.Edu


> (PO5) rims made by Specialty Wheel in OR. With the 15's, the wheel wells
fill > up nicely and still give the car a nice stance. > >
___  ___ >                                               /     /    / /  / >
/ __  /  --/ /  / >        Mark Cornea (Dr Decal) `70 442 stick /_/ /_/ ___/
/__/ Red > >              (MCORNEA@pt8244.pto.ford.com) > > > -Jeff > >
jeffrey.easton@add.ssw.abbott.com > > > > 1970 442  4-Speed > > see the
archives at http://www.calcon.net/~easton > > > >-- End of excerpt from
Jeffrey.Easton@add.ssw.abbott.com > > > >

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

From: Gerald Hughes <ghughes@cadvansys.com>
Date: Thu, 27 Feb 1997 14:44:17 -0400
Subject: Re: 70' 442-W30

Clayton Pierce wrote:
>
> On Thu, 27 Feb 1997, Mark Cornea (R) wrote:
> >
> >       Jeff-
> >               On my '70 W30 I have 265/50x15's on the front (and they
don't > > touch the wheel wells) and 295/50x15's on the back, all are mounted
on 15x8 >                             ^^^^^^^^^^^ > Charist, I'd hate to guess
what you paid for those buggers!  I wonder if > they'd fit on a G-body!
That's some serious tire!  I bet that you don't > have too much of a problem
with wheelspin at the stoplights.  Then again, > it's an Olds, so maybe you do
:-) > > I don't have an older 442, wish I did, but... > I'm running
235/65/14's on the back and 215/65/14's on the front of my > G-body Cutlass.
With the 350 swap though, the front end is a bit low to > begin with, and I
need to get some matching tires.  That would certainly > help my braking
ability.  Right now, my front end scrubs a bit on > speed-bumps, and my
back-end is slightly higher than stock!!! > > Clayton Pierce, >
zcwp11@Access.ETSU-Tn.Edu > > > (PO5) rims made by Specialty Wheel in OR.
With the 15's, the wheel wells fill > > up nicely and still give the car a
nice stance. > > > >
___  ___ > >                                               /     /    / /  / >
>                                              / __  /  --/ /  / > >
Mark Cornea (Dr Decal) `70 442 stick /_/ /_/ ___/ /__/ Red > > > >
(MCORNEA@pt8244.pto.ford.com) > > > > > -Jeff > > >
jeffrey.easton@add.ssw.abbott.com > > > > > > 1970 442  4-Speed > > > see the
archives at http://www.calcon.net/~easton > > > > > >-- End of excerpt from
Jeffrey.Easton@add.ssw.abbott.com > > > > > > > >


On my 79 H/O I have 245/50/16 tires.....The back does not rub, but in a
tight radius turn the fronts hit the control arms a bit and make this
god awful noise.  But for the big tire I've decided that I can live with
it.

						Gerald Hughes

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

From: "Chris R. Smetana" <Chris_R._Smetana@dadc.com>
Date: Thu, 27 Feb 1997 07:50:33 -0400
Subject: 63 F-85 For Sale

I saw this on the myclassiccar web page.  It was posted on 2/26, don't
everybody fight over
this one.


1963 Olds F-85 coupe. 215-4v V-8, not running. Complete, with glass and most
          sheet metal good to very good. Bad rustout under windshield, so
probably
          not restorable. $100.  (2/26)
          E-mail: sierrasa@psln.com


Chris Smetana
Terre Haute, IN
chris_r._smetana@dadc.com

1969 Cutlass W-31
2 1966 GTO's - one is a parts car
1971 Skylark custom convertable
1989 Mustang LX 5.0 hatchback

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

From: Gerald Hughes <ghughes@cadvansys.com>
Date: Thu, 27 Feb 1997 14:49:42 -0400
Subject: PowerGlide

What is the situation with the 2 speed PowerGlide trans.  Is it a good
trans, it is worth $$, is there any practical use for it nowadays?

						Gerald Hughes

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

From: "Thomas Stoner" <tgstoner@mailgw2.pmr.med.umich.edu>
Date: Thu, 27 Feb 1997 14:57:52 -0400
Subject: Re: Tire Rotation (was 70' 442-W30)

Wizkid wrote:

> How do you keep the tires from rotating when the car is moving?

By standing on the brake pedal.  Unless, of course, your car has an
anti-lock brake system.

          ===
+======= | | | = Tom Stoner =======================+
|        | | |   OCA #3943                         |
|        |/|\|   Ann Arbor, MI                     |
|        | | |   1979 Hurst/Olds (It's for sale!)  |
|         ===    tgstoner@umich.edu                |
+==================================================+

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

From: "Chris R. Smetana" <Chris_R._Smetana@dadc.com>
Date: Thu, 27 Feb 1997 07:50:33 -0400
Subject: 63 F-85 For Sale

I saw this on the myclassiccar web page.  It was posted on 2/26, don't
everybody fight over
this one.


1963 Olds F-85 coupe. 215-4v V-8, not running. Complete, with glass and most
          sheet metal good to very good. Bad rustout under windshield, so
probably
          not restorable. $100.  (2/26)
          E-mail: sierrasa@psln.com


Chris Smetana
Terre Haute, IN
chris_r._smetana@dadc.com

1969 Cutlass W-31
2 1966 GTO's - one is a parts car
1971 Skylark custom convertable
1989 Mustang LX 5.0 hatchback

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 27 Feb 1997 14:02:06 -0400
Subject: Re: How do I know

Hi all,

How do I know if a interior/exterior color was common or rare?  Does
anyone have figures for 1968 442s?  Let me know.

Chris Sparks
68 442

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

From: "Thomas Stoner" <tgstoner@mailgw2.pmr.med.umich.edu>
Date: Thu, 27 Feb 1997 15:17:33 -0400
Subject: Re: 68 Conv. Power Windows?

Ray Moriarty wrote:

> I'm hoping someone can help me answer a couple of questions. Did
> the 68 442 Convertable have a power windows option? If so, did a
> car equipped with that option also have the hand cranks?

*****

Ray,

Yes, power windows were an available factory option on a 1968 442
convertible.  There would have still been hand cranks for the
two vent windows, but not for the four primary side windows.  The
four primary windows were lowered and raised only by operating
electrical switches.

          ===
+======= | | | = Tom Stoner =======================+
|        | | |   OCA #3943                         |
|        |/|\|   Ann Arbor, MI                     |
|        | | |   1979 Hurst/Olds (It's for sale!)  |
|         ===    tgstoner@umich.edu                |
+==================================================+

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 16:15:28 -0400
Subject: Re: High RPM Stress con'd:  Turbo Backpressure

  Depending on the inlet and outlet diameters of the turbocharger scroll
there would be some pumping losses in hp if it were to be too small.
   Running a turbocharger is a much more technically involved process than
that of a super charger, it's kind of like a balancing act, if you run a
small diameter turbo then you will have better response from the turbo ie.
boost will build quicker, but at the same time you will have a restriction
that will limit maximum hp -- if you run a large turbo the opposite happens
- -- it takes longer to build heat and pressure against the turbine to build
boost -- read turbo lag -- but, there is no restriction to limit hp.
    Nowadays they even make special turbocharger exhaust manifolds designed
to direct the airflow more efficiently than a standard exhaust manifold.
     O K  im starting to run on here -- a turbocharger needs a little back
pressure in order to operate -- there is no mechanical link between the turbo
and the engine itself
so in my opinion a turbocharger doesn't take any hp to make hp, any hp losses
at low rpm wouldn't be noticable or measurable if the system was built right.


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

From: Ray Moriarty <rmoriarty@blairinc.com>
Date: Thu, 27 Feb 1997 16:23:47 -0400
Subject: Re: 68 Conv. Power Windows?

>Yes, power windows were an available factory option on a 1968 442
>convertible.  There would have still been hand cranks for the
>two vent windows, but not for the four primary side windows.  The
>four primary windows were lowered and raised only by operating
>electrical switches.
>
>          ===
>+======= | | | = Tom Stoner =======================+



Thats what I was afraid of. I have a photo packet of a car I am evaluating
for a long distance purchase, and the interior shots show an electrical
switch above the primary and in front of the vent window crank. The switch
looks like a power window/door lock control: a double throw momentary switch
with a bezel that matches the interior. Could it be power door locks? The
switches are only in the front.


Thanks,
Ray
34467x

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

From: "JOSEPH_W. BARKER" <BARKERJO@mailserv1.ferris.edu>
Date: Thu, 27 Feb 1997 16:32:40 -0400
Subject: Re: 1970 Cutlass S

GERALD HUGHES WROTE:
> Hey Fellow Olds Techies,
>     What does the "S" mean in a 1970 Oldsmobile Cutlass S?  Is it better or
> worse than a plain jane Cutlass.
>
>     I am looking at buying one with a 455 in it for $1200.  Is that a fair
> price w/ 133k and minor quarterpanel rust and minor body dents & dings?
>
>     Any expert info on what I should be careful about or what I need to
> look for would be appreciated.
>
>     A swift reply is requested as I am going to look at it again today and
> I would like to have all of this info in mind.
>
>     Thanks in advance.
>
>                         Gerald Hughes
>
> I'm positive that the "S" in Cutlass S means "sport".

  Joe Barker

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 27 Feb 1997 16:33:23 -0400
Subject: Re: 68 Conv. Power Windows?

Thomas Stoner wrote:
>
> Yes, power windows were an available factory option on a 1968 442
> convertible.  There would have still been hand cranks for the
> two vent windows, but not for the four primary side windows.  The
> four primary windows were lowered and raised only by operating
> electrical switches.

Would it be possible to convert the four primary windows from crank
to electric?

Chris Sparks
68 442

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 27 Feb 1997 16:34:04 -0400
Subject: Re: 68 Conv. Power Locks?

> Ray Moriarty wrote:
>
> > I'm hoping someone can help me answer a couple of questions. Did
> > the 68 442 Convertable have a power windows option? If so, did a
> > car equipped with that option also have the hand cranks?

How about power locks?  Where would they install to?

Chris Sparks
68 442

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 16:56:17 -0400
Subject: Re: cam specs

  These are the specs i have hope it helps you out.

250 hp 350 -- .400" intake and exhaust lift -- 250 degrees intake duration --
264 degrees exhaust duration --  111 degree lobe centers.

310 hp 350 --  .400" intake and exhaust lift -- 258 degrees intake duration
- -- 272 degrees exhaust duration -- 111 degree lobe centers.

325 hp 350 -- .474" intake and exhaust lift -- 308 degrees intake duration --
308 degrees exhaust duration -- 113 degree lobe centers.

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 17:02:36 -0400
Subject: Re: PowerGlide

  Dime a dozen -- stock powerglides don't usually tolerate more than about
300hp easily.  Light weight, simple to work on.
   In street applications they aren't used very much anymore unless they are
modified for a performance application, usually in a light weight car, or
they are used in a restoration or in a car that hasn't had any modifications
done to them.
   Lots of drag racers swear by the Powerglide -- light weight and only one
shift makes for a quick and consistant drag car or econo rail.

   Just to cover my tracks -- are you sure  you aren't talking about the
Jetaway transmission?? Otherwise known as a TH300.  The Powerglide is also
known as a TH200  i think, its been awhile.

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

From: IRA_H_SIEGELMAN@vnyao.dcmdw.dla.mil (IRA H SIEGELMAN)
Date: Thu, 27 Feb 1997 15:57:22 -0400
Subject: olds service manuals

     Does anybody have suggestions on how to obtain a service manual for a
     72 cutlass?

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

From: "Craig J. Smith" <craigs@dancris.com>
Date: Thu, 27 Feb 1997 17:23:25 -0400
Subject: Re: olds service manuals

IRA H SIEGELMAN wrote:
>
>      Does anybody have suggestions on how to obtain a service manual for a
>      72 cutlass?

I just recieved one for a 68 442 from Year 1, I assume they would have
one for a 72.

Craig Smith

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

From: sguiller@stumail.engr.udayton.edu
Date: Thu, 27 Feb 1997 12:36:27 -0400
Subject: Re: 50's Oldsmobile lists?

> Date:
>
> Maybe you should join the Oldsmobile Club of America and join their
> Starfire/Jetstar I chapter.
>
> Paul

Sounds like a good idea.  Does anyone have an address where I can
request more info?


Shaun R. Guillermin

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 17:44:08 -0400
Subject: Re: Mexican workmanship

>I will shortly report to all of you on the quality of Mike Aldana's metal
>work.  I will keep you posted!

Thanks, Bill, please do.  I'm interested in getting some stuff rechromed.

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

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

From: Pajak_John%PAX1@mr.nawcad.navy.mil
Date: Thu, 27 Feb 1997 17:20:00 -0400
Subject: Re: cam specs

  These are the specs i have hope it helps you out.

250 hp 350 -- .400" intake and exhaust lift -- 250 degrees intake duration
 --
264 degrees exhaust duration --  111 degree lobe centers.

310 hp 350 --  .400" intake and exhaust lift -- 258 degrees intake duration
 -- 272 degrees exhaust duration -- 111 degree lobe centers.

325 hp 350 -- .474" intake and exhaust lift -- 308 degrees intake duration
 --
308 degrees exhaust duration -- 113 degree lobe centers.

**********************************
The 310 hp 350 with AT had the 250/264 degree .400" cam
and the same engine with MT (at least in 1970) had the 286 degree .472" cam.

I think the 258/272 cam may have been used in 72 MT 350s ??????

John Pajak     DR OLDS

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

From: sguiller@stumail.engr.udayton.edu
Date: Thu, 27 Feb 1997 12:36:27 -0400
Subject: Re: 50's Oldsmobile lists?

> Date:
>
> Maybe you should join the Oldsmobile Club of America and join their
> Starfire/Jetstar I chapter.
>
> Paul

Sounds like a good idea.  Does anyone have an address where I can
request more info?


Shaun R. Guillermin

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 17:51:29 -0400
Subject: Model colors

I have the AMT/ERTL model of the 1969 442 W-30, and have some questions
about paint color.

What were some body paint colors available for that year/model?  The decals
I have for the stripes are black, so I need a contrasting color.

Were the inner fender liners red?

What color was the engine?

What were the available interior colors?

Thanks for the help!
- --
Dave Paulison                  1969 Oldsmobile Cutlass Supreme
Melbourne, Florida             1993 Mitsubishi Eclipse GS
dpauliso@gate.net

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 17:55:58 -0400
Subject: Crank swap

If a 330 crank is put in a 350, will the 350 still displace @350ci?  In
other words, is the 330 and 350 stroke the same?  How rare are the 330
cranks, and how do you identify one?

Thanks

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

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

From: Clayton Pierce <zcwp11@Access.ETSU-Tn.Edu>
Date: Thu, 27 Feb 1997 18:02:28 -0400
Subject: Re: Z-Rated Tires (Was:Re: 70' 442-W30)

The only complaint that I have about Cooper tires, is that at about what
should be the 3/4 tread point on them, they are worn smooth across, and
slide badly on wet roads.  You can look at them, and there is still
visible tread everywhere, but due to a poor tread design, when it wears a
bit, it starts to get smooth.  I hope that you know what I mean by that.
They are a bit cheaper though, and they do pretty good for the first half
of their lives.

Clayton Pierce,
zwp11@Access.ETSU-Tn.Edu

On Thu, 27 Feb 1997, Blaine Sanders 5483 wrote:

> >I once looked for z or even h rated tires with raised white lettering for
my > >Olds and could not find any.The best I found were BF T\A radials which >
>are s rated. > >Where did you find yours and about how much? > > Try Cooper
Tires.  I was looking through thier catalog just the other day... > Z-rated
tires are pretty expensive, and if you have 14" wheels, you don't > have much
of a selection.  Z-rated tires are more for the 15" - 17" crowd... > I'm
going off my clouded morning memory here, so don't hate me if I'm > wrong, but
I'm sure you can get them for less than $150 ea. > > -Blaine > > >

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 18:07:16 -0400
Subject: Re: Bummer

>>He also asked
>>if the distributor had a nylon? gear in it.  Does any one know?

>I'm not sure what nylon gear that would be.  I can't imagine the drive gear
>being that way.

I believe that some old, uh, Mopar(?) distrubitors use some kind of plastic
(nylon?) drive gear for the dist.

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

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

From: Jeffrey King <jking@exame2.dseg.ti.com>
Date: Thu, 27 Feb 1997 18:08:05 -0400
Subject: Thanks Walter

> Jeff I saw the car you are intrested in and I did notice it had #4 heads.
> Someone here said it should have 1's. And from what I have seen these guys
> know their stuff about these cars!  Maybe that is something you should look
> at when you check it out. It might even give you a bargining point if you
> get real serious about the car. Maybe you should get them to give you the
> correct casting # for the block to see if the whole engine has been changed
> or just the heads. I agree with you that it sure did look original. I
> thought it would be a great ride.
> Good luck, Walter


I didn't get much of a chance to really look that 442 over
too well, as I said.  It was one of those "sure would be nice"
things that has turned into one of those "hey, maybe I can pull this
off" kind of things.  Thanks for the info on the heads.  At least
I'll know if these guys are blowing smoke, or if they will come
clean and tell the truth.
Also, it was nice meeting you at the meet, Walter.  Lets do Frosties
in Denton one of these weekends when it's nice, ok?  Although I'm
afraid your ragtop will put "My Father's Oldsmobile" to shame.

Jeff ('61 Olds Super 88)
- --
=====================================================================
Jeffrey W. King (N5PNU)     Internet: -----> jking@exame2.dseg.ti.com
Route 1, Box 290            Internet/packet:   n5pnu@dfwgate.ampr.org
Krum, TX. 76249             Packet:    N5PNU @ N5AUX.#DFW.TX.USA.NOAM
214-956-6031 (work)         214-597-1021 (pager)
817-482-3446 (home)         If none of the above works:    HEY YOU!!!
=====================================================================
              http://www.geocities.com/MotorCity/1919
=====================================================================

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

From: Blaine Sanders 5483 <BLAINES@strata3d.com>
Date: Thu, 27 Feb 1997 18:10:48 -0400
Subject: Re: olds service manuals -Reply

Yeah, I got my '72 service manual from Year One.  Best price I could find,
but they are reprints... and the one I got was screwed up.  Still, it's the
best investment I've ever made for my Cutlass.

- -Blaine
'72 Cutlass Supreme

>>> Craig J. Smith <craigs@dancris.com> 02/27/97 02:23pm >>>
IRA H SIEGELMAN wrote:
>  >      Does anybody have suggestions on how to obtain a service
manual for a
>      72 cutlass?

I just recieved one for a 68 442 from Year 1, I assume they would have
one for a 72.

Craig Smith

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

From: Kurt Heinrich <old442@erols.com>
Date: Thu, 27 Feb 1997 18:13:12 -0400
Subject: Re: Model colors

Dave Paulison wrote:
>
> I have the AMT/ERTL model of the 1969 442 W-30, and have some questions
> about paint color.
>
> What were some body paint colors available for that year/model?  The decals
> I have for the stripes are black, so I need a contrasting color.

The box shows red (I always liked it with black stripes).  The 10 year
old version of the kit I have showed an gold car - looked pretty good.
As far as factory colors, I don't know pre-70s very well.

> Were the inner fender liners red?

YES

> What color was the engine?

BLUE

> What were the available interior colors?

Again, I don't know pre-70s very well.

Kurt
71 442

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 18:18:36 -0400
Subject: Re: cam specs:  DR OLDS

  That's highly possible.  The resource book i am using lists these camshaft
profiles as having been used in 1970.  This book lists two other camshafts
with the .472" lift, but they are listed as big block profiles.  The 365 hp
455 cam is listed as having 294/296  in/ex duration, and the 370 hp cam is
listed as 285/287 in/ex duration.  Is it possible that the second camshaft
could be used for the manual trans application you are referring to?

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

From: Jeffrey.Easton@add.ssw.abbott.com
Date: Thu, 27 Feb 1997 18:22:18 -0400
Subject: Re: 70' 442-W30

From: "Mark Cornea (R)" <mcornea@ford.com>

>> Wes Fuji (whatever happened to him anyway?) once suggested I put
>> 255's all around but I chickened out and put 245/60 15's on the front
>> as I thought they might rub the wheel well or sway bar on tight turns.
>> He had 255's all around on his '75 H/O.

>  On my '70 W30 I have 265/50x15's on the front (and they don't
>touch the wheel wells) and 295/50x15's on the back, all are mounted on 15x8
>(PO5) rims made by Specialty Wheel in OR. With the 15's, the wheel wells fill
>up nicely and still give the car a nice stance.

Yikes.  Now those are _tires_! :-)

Do your custom rims have the same back spacing as the originals?

Will you have this car at the Centennial?  I'd like to see it.

- -Jeff
jeffrey.easton@add.ssw.abbott.com

1970  442  4-Speed

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

From: Blaine Sanders 5483 <BLAINES@strata3d.com>
Date: Thu, 27 Feb 1997 18:23:03 -0400
Subject: Model colors -Reply

>>> Dave Paulison <dpauliso@gate.net> 02/27/97 02:51pm >>>
>I have the AMT/ERTL model of the 1969 442 W-30, and have some
>questions about paint color.
>
>What were some body paint colors available for that year/model?  The
>decals I have for the stripes are black, so I need a contrasting color.

Um, red and blue? ;)

>Were the inner fender liners red?

I think so.

>What color was the engine?

Not 'Red', like the instructions say.  The W-30 had a (correct me if I'm
wrong) 350 cid engine that should be painted gold.  If it were a W-31, it
would have (could be wrong again) a 455 cid engine that would be painted
red.

>What were the available interior colors?

Uh... Black, Light Blue, Light Green, Red, Off White, Fawn, maybe others.

>Thanks for the help!

Sure ;)

- -BS

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Thu, 27 Feb 1997 18:29:57 -0400
Subject: FAQ-Heads.... ;-)

Sorry for the title, I just couldn't resist... :)

Just a quick note - I've seen a lot of questions here of late that relate
to things answered in the Olds FAQ. I really would recommend that new
members take a look at it, it's a great resource.

You can find the Olds FAQ at http://www.en.com/users/thall/


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

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Thu, 27 Feb 1997 18:32:57 -0400
Subject: Re: Model colors -Reply

On Thu, 27 Feb 1997, Blaine Sanders 5483 wrote:
> >>> Dave Paulison <dpauliso@gate.net> 02/27/97 02:51pm >>>
> >What color was the engine?
>
> Not 'Red', like the instructions say.  The W-30 had a (correct me if I'm
> wrong) 350 cid engine that should be painted gold.  If it were a W-31, it
> would have (could be wrong again) a 455 cid engine that would be painted
> red.

Blaine!!! You know better than that! :)

W-30 = 400 (in '69) = Bronze paint (455 and blue in '70)
W-31 = 350 = gold

We'll let you off the hook this time... ;-)

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

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

From: Kevin Wong <yu135008@yorku.ca>
Date: Thu, 27 Feb 1997 18:44:24 -0400
Subject: Re: High RPM Stress con'd: On Balance

On Thu, 27 Feb 1997 J2RKT@aol.com wrote:

>   You are changing linear motion to circular motion --- a 10,000 rpm engine
> will be overbalanced at low speeds.
>    Here we go--- you have the reciprocating assembly  think of the
connecting > rod as a two piece unit -- the upper half of the beam including
the wrist pin > and piston assembly -- The motion of these parts will always
be linear/ up > and down.  Then you have the big end of the connecting rod
wich will be > travelling in a circular motion counter or oblique to the
weights on the > crankshaft.

Thanks for spending the time to expound on the balancing issue.  This has
sparked my interest in the matter, so I just re-read the article at
442.com.  That particular shop balances cranks at 500 rpm - I was
wondering how a balance job for about 7000 rpm, would be any different
from one for an anticipated 5000 rpm maximum operational speed?  Another
article I found on the web mentions that centrifugal forces increase with
the square of rpm increases.  This indicates that an imbalance will be
more evident at higher speeds, necessitating a more precise balancing.  As
far as secondary forces go, these appear to cancel - here's an interesting
quote regarding the first crankshaft with compensating weights:

"With this crank and balance disposition, the engine was balanced as four
ninety-degree V-twins, and the primary forces were counteracted by the
revolving masses.  Secondary balance was perfect because the adjacent
pairs of pistons in each bank worked on cranks at ninety degrees, and the
secondary forces equalized throughout, the sine wave of one secondary
force being at all times ninety degrees out of phase with the other (i.e.,
a cosine) and thus perfectly opposing it.  The couples were balanced out
by compensating weights.  The result was, for the first time, perfect
dynamics in a V8 engine."

Kevin Wong

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

From: KarlAunan@aol.com
Date: Thu, 27 Feb 1997 19:02:24 -0400
Subject: Re: Vapor lock

  Thanks for the rundown. I was going to repace my copper line anyway, it is
much to rigid to be carb-rebuild-friendly. I was planning on going with
braided hose. Are there any drawbacks to these types of fuel lines?

Karl Aune
Chicago, IL
1965 Dynamic 88

All the world's a fixer-upper and the men and women merely apply the duct
tape!

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

From: Matthew Butler <matthewbutler@fsd.com>
Date: Thu, 27 Feb 1997 19:05:04 -0400
Subject: Used Mondello Head, Intake, Cam Package

Howdy All!!!!

Just wanted to let you know that I was talking with Dale Wilch, who is an
excelent sorce for used high performance parts, and he has a complete
mondello energizer package for $2600.00.  Mondello prepared heads,
Offy port matched intake, Roller cam and more.  Thought that one of you
Olds HP maniacs might want to know about it.  I would buy it, but I don't
have that sort of change handy right now.  Check out Dales web sight
for more goodies.  A lot of Chevy, but some Olds.  This guy is the swap
meet KING.  Knows when and where all the "good" events are.
(http://dalewilch.com)

Happy Hunting,

Matt Butler

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

From: Blaine Sanders 5483 <BLAINES@strata3d.com>
Date: Thu, 27 Feb 1997 19:08:29 -0400
Subject: Re: Model colors -My Bad

>Blaine!!! You know better than that! :)

>W-30 = 400 (in '69) = Bronze paint (455 and blue in '70)
>W-31 = 350 = gold

Doh!  You're right, I knew better than that.  What was I thinking?  Is today
Monday?  It sure feels like it...

>We'll let you off the hook this time... ;-)

Aw gee, boss... t'anks!  I won't neva eva let it happen again. ;-)

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

- -Blaine

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 19:11:04 -0400
Subject: Re: Crank swap

  I think the only difference between the 330 crank and the 350 crank is the
vibration dampner/harmonic balancer -- The stroke is common amongst all
Oldsmobile small block crankshafts.  the only one that is different is the
one for the deisel engine which has big block main journal diameters.
  67 earlier Oldsmobiles are still fairly common in junkyards -- please don't
take an Olds off of the street just for the crankshaft.
   YIKES i just realised something --  Oldss' aren't as common as the Chevies
though -- if ya git mah point.

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

From: ANTIQOLDS@aol.com
Date: Thu, 27 Feb 1997 19:14:51 -0400
Subject: Re: 68 Conv. Power Windows?

Cutlass in 68 has power windows as an option
but the vent windows were not power so there were cranks for those

Everett

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 19:18:49 -0400
Subject: Re: High RPM Stress con'd: On Balance

  I can accept that completely --  But the discussion originated on the poor
quality of the 307 Oldsmobile bottom end and the causes of bottom end blow
out, and how a light weight crankshaft can't cut the balancing needs of a
high rpm engine.
   SO THERE dadburnit!!!

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

From: ANTIQOLDS@aol.com
Date: Thu, 27 Feb 1997 19:20:18 -0400
Subject: Re: 68 Conv. Power Locks?

68 cutlass did not offer power door locks
69 was the first year and they were vacuum operated

Everett

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

From: KarlAunan@aol.com
Date: Thu, 27 Feb 1997 19:24:35 -0400
Subject: Re: Crank swap

In a message dated 97-02-27 17:24:09 EST, you write:

<< If a 330 crank is put in a 350, will the 350 still displace @350ci?  In
 other words, is the 330 and 350 stroke the same?  How rare are the 330
 cranks, and how do you identify one?
  >>

 The following is based on my Mondello catalog. First of all, to use a 330
crank, you will need the flexplate or flywheel from a 330 or 425. From other
specs listed the 330 and 350 use the exact same piston rod sizes (but I won't
make any assumptions from this). The 330 bore is 3.9375" while the 350's is
4.057". Calculating for cid using 330 bore and 350 stroke (330 bore not
listed), I get 329.746... (you get the idea). This indicates that both
engines have the same length of stroke (3.385"). However, in the crankshaft
section, the only reference to 330 states the compatabilities with
flexplates,et c. Furthermore his cranks are listed in a manner conspicuously
omitting 330, i.e. 350-403, 455, 425. Conclusion; uhhh, I dunno. If you are
willing to swap out or alter your flywheel, it might be possible if the crank
will physically fit into the engine. Uh, Wiz could you help me out on this
one?

Karl Aune
Chicago, IL
1965 Dynamic 88

The joys of duct-taping your crankshaft into an engine just for the sake of
20 cubes?


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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 20:36:07 -0400
Subject: Re:  Vapor lock

At 01:28 PM 2/27/97 -0400, you wrote:
>You know, after I sent that reply explaining vapor lock, I may have
>figured out why the Holley gave me the trouble.  It was vapor lock in
>the chrome plated steel fuel line feeding the float bowels of the dual
>feed carb.  I bet it was getting hot from the intake while the car was
>stopped.  It would also do this after a warm restart.  Once underway the
>pump would have enough pressure to overcome the vapor.  Then the fuel
>flow and the air movement  would keep it cool enough until I stopped
>again.  Chrome has a nasty habit of holding in heat.  I would guess if I
>had switched to a braided hose set up my troubles would have been
>eliminated.  That would explain why the Quadrajet is not bothered, it
>doesn't have a bunch of chromed steel line sitting over the hottest spot
>of the intake.  The old flat head F*rds had a similar problem with the
>fuel pump at the rear of the intake and the fuel line sitting over the
>intake, they were bad about vapor lock also.  What do you think Wiz,
>does that sound plausible?
>
>Dave Wyatt
>70  4-4-2
>
>
Yes it does.  I have a 1932 Ford V8 3 window coupe that I bought in 1969,
that was completely stock.  One of the best $300. investments I've ever
made.  It has a bad tendancy to run hot.  Flathead guys have thousands of
fixes for the problem, but I've found that 1000 fixes is about 999 to many,
and I don't drive it much.  Also that was Fords first use of a fuel pump
too, so they did have a lot of problems to work out.

I think that braided hoses can do wonders in high stress applications like
hot spots.  The brade will tend to disapate(sp) the head, and the rubber
underneath will act as a better insulator than a plain metal tube.  Also
they are much harder to damage than either a plain steel or copper tube; or
a plain rubber fuel hose.  Maybe the best of all worlds, save they are also
several times as expensive.

The Wiz

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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 20:44:56 -0400
Subject: Re: PowerGlide

At 02:49 PM 2/27/97 -0400, you wrote:
>What is the situation with the 2 speed PowerGlide trans.  Is it a good
>trans, it is worth $$, is there any practical use for it nowadays?
>
>						Gerald Hughes
>
>

PowerGlides have had a resergence of interest in light bodied drag cars, it
actually seems to be the transmission of choice.

If you are building a car that has a PG and don't mind the 2 speed use it.
A TH350 is a better unit for an everyday car however.

The Wiz

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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 20:41:20 -0400
Subject: Re: 68 Conv. Power Windows?

At 11:35 AM 2/27/97 -0400, you wrote:
>Hi All,
>
>I'm hoping someone can help me answer a couple of questions. Did the 68 442
>Convertable have a power windows option? If so, did a car equipped with that
>option also have the hand cranks?
>
>TIA,
>Ray
>34467x
>

If you can find a copy of the 1968 Corvette sales brochure (1st edition) you
can SEE a Corvette so equipped.  However, I worked there then, and I never
saw one go out the door that way!

I expect that that was an option, power windows I mean, but I don't think
they would have retained the hand cranks too.  The wiring harnesses usually
have the leads for all the accessories, and that makes a lot of accessories
easy to retrofit, even power windows.

The Wiz

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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 20:52:32 -0400
Subject: Re: Bummer

At 06:07 PM 2/27/97 -0400, you wrote:
>>>He also asked
>>>if the distributor had a nylon? gear in it.  Does any one know?
>
>>I'm not sure what nylon gear that would be.  I can't imagine the drive gear
>>being that way.
>
>I believe that some old, uh, Mopar(?) distrubitors use some kind of plastic
>(nylon?) drive gear for the dist.
>
>--
>Dave Paulison                  1969 Oldsmobile Cutlass Supreme
>Melbourne, Florida             1993 Mitsubishi Eclipse GS
>dpauliso@gate.net
>
>
>
I don't think Mopars use a drive gear at all, in the sense that it is the
bottom item on the distributor.  They used a keyed slot.

In a GM car, the cam drives the distributor gear, and that is connected to a
driveshaft to the oil pump.

On a Mopar, the cam drives the oil pump directly, and the distributor is
driven off the oil pump.

The Wiz

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Thu, 27 Feb 1997 20:57:28 -0400
Subject: Where is Wes Fujii? (was: Re: 70' 442-W30)

On Thu, 27 Feb 1997 Jeffrey.Easton@add.ssw.abbott.com wrote:
> Wes Fuji (whatever happened to him anyway?) once suggested I put
> 255's all around but I chickened out and put 245/60 15's on the front
> as I thought they might rub the wheel well or sway bar on tight turns.
> He had 255's all around on his '75 H/O.

A sweet car, Wes' '75 H/O. Drove in it last summer.

Wes works for H-P in Boise, Idaho. He was in the section that built disk
drives and H-P got out of that business last year. Wes was lucky, didn't
lose his job like many others there did, but now works in their laser
printer section instead of designing disk drives. He's doing OK, but H-P
has him pretty much occupied these days. He told me at Christmas that his
H/O hasn't been out of the garage since June. A great guy, we miss him
here.

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

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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 20:58:09 -0400
Subject: Re: High RPM Stress con'd: On Balance

At 06:44 PM 2/27/97 -0400, you wrote:
>On Thu, 27 Feb 1997 J2RKT@aol.com wrote:
>
>>   You are changing linear motion to circular motion --- a 10,000 rpm engine
>> will be overbalanced at low speeds.
>>    Here we go--- you have the reciprocating assembly  think of the
connecting >> rod as a two piece unit -- the upper half of the beam including
the wrist pin >> and piston assembly -- The motion of these parts will always
be linear/ up >> and down.  Then you have the big end of the connecting rod
wich will be >> travelling in a circular motion counter or oblique to the
weights on the >> crankshaft. > >Thanks for spending the time to expound on
the balancing issue.  This has >sparked my interest in the matter, so I just
re-read the article at >442.com.  That particular shop balances cranks at 500
rpm - I was >wondering how a balance job for about 7000 rpm, would be any
different >from one for an anticipated 5000 rpm maximum operational speed?
Another >article I found on the web mentions that centrifugal forces increase
with >the square of rpm increases.  This indicates that an imbalance will be
>more evident at higher speeds, necessitating a more precise balancing.  As
>far as secondary forces go, these appear to cancel - here's an interesting
>quote regarding the first crankshaft with compensating weights: > >"With
this crank and balance disposition, the engine was balanced as four
>ninety-degree V-twins, and the primary forces were counteracted by the
>revolving masses.  Secondary balance was perfect because the adjacent >pairs
of pistons in each bank worked on cranks at ninety degrees, and the >secondary
forces equalized throughout, the sine wave of one secondary >force being at
all times ninety degrees out of phase with the other (i.e., >a cosine) and
thus perfectly opposing it.  The couples were balanced out >by compensating
weights.  The result was, for the first time, perfect >dynamics in a V8
engine." > >Kevin Wong > > > This thread has become very interesting.  This
makes it sound like an engine that is balanced at 10,000 RPM would stay in
balance all the way down to 0. But an engine that was balanced at say 5000
would also stay in balance down to 0, but will probably go out as the ROM
increases.

The Wiz

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Thu, 27 Feb 1997 21:01:40 -0400
Subject: Re: RRAP

On Wed, 26 Feb 1997, James William Townsend wrote:
> Douglas,
>
> What's the "Road Rocket Assistance Program"?
>
>       Jim Townsend

Since Doug Kitchener isn't on the list, I'll fill you in... he's
organizing the RRAP to provide assistance to OCA members throughout the
continent if they encounter trouble while on the road. A bunch of folks
here on the list are acting as contacts, including me (those who know my
mechanical skills will find that wildly hilarious). My asset is that I
know the home phone #s of 2 or 3 ace Olds mechanics so I'll be mainly a
referral service. Anyway, he's looking for contacts in many areas still
so if you're interested in helping out drop him a line at
dk0009@mail.pratt.lib.md.us

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

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

From: "C.R.F." <wizkid@inlink.com>
Date: Thu, 27 Feb 1997 21:15:56 -0400
Subject: Re: Crank swap

At 07:24 PM 2/27/97 -0400, you wrote:
>In a message dated 97-02-27 17:24:09 EST, you write:
>
><< If a 330 crank is put in a 350, will the 350 still displace @350ci?  In
> other words, is the 330 and 350 stroke the same?  How rare are the 330
> cranks, and how do you identify one?
>  >>
>
> The following is based on my Mondello catalog. First of all, to use a 330
>crank, you will need the flexplate or flywheel from a 330 or 425. From other
>specs listed the 330 and 350 use the exact same piston rod sizes (but I won't
>make any assumptions from this). The 330 bore is 3.9375" while the 350's is
>4.057". Calculating for cid using 330 bore and 350 stroke (330 bore not
>listed), I get 329.746... (you get the idea). This indicates that both
>engines have the same length of stroke (3.385"). However, in the crankshaft
>section, the only reference to 330 states the compatabilities with
>flexplates,et c. Furthermore his cranks are listed in a manner conspicuously
>omitting 330, i.e. 350-403, 455, 425. Conclusion; uhhh, I dunno. If you are
>willing to swap out or alter your flywheel, it might be possible if the crank
>will physically fit into the engine. Uh, Wiz could you help me out on this
>one?
>
>Karl Aune
>Chicago, IL
>1965 Dynamic 88
>
>The joys of duct-taping your crankshaft into an engine just for the sake of
>20 cubes?
>
>
>
Yes, the 330 shares the stroke with the 260, 307, 350 and 403; and will,
obviously, all have different bores.

This does not however, necessarily make them, bolt in, interchangeable.
Counterweights, journal sizes and the harmonic balancer for example may be
different between the sizes.  I have NO personal experience with the 330 so
it is a bit of an unknown, save for what they printed in the usual
references.  I would expect that a crank from one of the bigger displacement
engines could be adapted fairly easily to a 330.  A bit of a run in the
machine shop, and you have a good as new crank.

To go back to the original post, if a 330 crank will bolt into the 350
block, it will still be a 350 ci engine, no change in stroke, no change in
displacement.

The Wiz

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

From: pete135@busprod.com (Walter E. Peterson)
Date: Thu, 27 Feb 1997 21:25:20 -0400
Subject: 1982 cutlass calais 442

would like to know how many of thes model was made. i have had mine for 11
years and it has 114k miles on it and  stll all original i would like to
get as much info as i can on the number of 442 made in 1982

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 21:33:26 -0400
Subject: Re: Model colors -Reply

>>What were the available interior colors?
>
>Uh... Black, Light Blue, Light Green, Red, Off White, Fawn, maybe others.

What kind of color is Fawn?  A brown?

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

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

From: Dave Paulison <dpauliso@gate.net>
Date: Thu, 27 Feb 1997 21:37:52 -0400
Subject: Re: Crank swap

>  I think the only difference between the 330 crank and the 350 crank is the
>vibration dampner/harmonic balancer

Really?  I put a harmonic balancer from a junkyard '67 330 on my 350 a year
and a half ago when I did the main and rod bearings, because the old one on
my 350 was coming apart.  I had to get one in a hurry (only had the weekend
to work on the car), and all I could find was that one.  Will it cause harm
to my engine?

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

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

From: J2RKT@aol.com
Date: Thu, 27 Feb 1997 21:49:06 -0400
Subject: Re: Crank swap

  If it works it works --  i thought the timing marks were slightly different
along with a couple of other minor differences -- i'll need to research it a
little bit more.
  I did forget though to include that the flywheel bolt pattern is different
on a 330 than that on the 350.  Sorry 'bout that

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

From: "Dan Miller" <Dsm137@msn.com>
Date: Thu, 27 Feb 1997 21:47:03 -0400
Subject: RE: Parts for sale

- ----------
From: 	oldsmobile-owner@chebucto.ns.ca on behalf of James & Joanne 
Chermack
Sent: 	Sunday, February 23, 1997 9:49 PM
To: 	oldsmobile@chebucto.ns.ca
Subject: 	Re: Parts for sale

Hi there again!!,

       Want to know about the ' 67 wheel covers. If they are good I would love
 to buy them!!! Send me some info at:

				dsm137@gti.net

				Thanks ,Dan.

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

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Thu, 27 Feb 1997 21:57:35 -0400
Subject: Re: 1982 cutlass calais 442

At 08:25 PM 2/27/97 -0500, you wrote:
>would like to know how many of thes model was made. i have had mine for 11
>years and it has 114k miles on it and  stll all original i would like to
>get as much info as i can on the number of 442 made in 1982

Hmmm, I'd never heard of an '82 442 from the factory; that wouldn't be a
"dealer special", would it? I know a dealer new where I grew up was taking
Grand Prix's from about the same vintage, and putting on "GTO" decals to
drum up sales. Actually, there was a thin and inconspicuous "/" on the decal
between the T and the O, so in actuality it read "GT/O". This, of course,
stood for "GT _Option_" Thought about making my '70 Cutlass Supreme into an
"SX/O", since it has the SX option package...
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: James & Joanne Chermack <chermac@exis.net>
Date: Thu, 27 Feb 1997 22:21:48 -0400
Subject: Re: 1982 cutlass calais 442

At 09:25 PM 2/27/97 -0400, you wrote:
>would like to know how many of thes model was made. i have had mine for 11
>years and it has 114k miles on it and  stll all original i would like to
>get as much info as i can on the number of 442 made in 1982
>


There were NO 1982 442's built at all. The option stopped in 1981 and came
back in 1985. 1983 and 1984 were Hurst/Olds only. Somebody wanted one so
they made it a 442.

Jim Chermack
70 Cutlass SX W-32
72 442

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

From: theogns <theogns@avana.net>
Date: Thu, 27 Feb 1997 21:34:07 -0400
Subject: Re: 200-4R

Jason Labay wrote:
>
> At 10:26 PM 2/26/97 -0400, prlmteed@idcnet.com wrote:
> >Would a 200-4R stand up to a 455?
>
> Well if it can stand all the power from a GN Turbo Buick V6 I don't see why
> not.....?

For be it for me to spread dissent or start arguments...but, how much
HP/torque does a b*ick t*rbo v6 put out compared to the 455 Olds?

Danny

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

From: James & Joanne Chermack <chermac@exis.net>
Date: Thu, 27 Feb 1997 22:21:47 -0400
Subject: Re: Model colors -Reply

At 06:32 PM 2/27/97 -0400, you wrote:
>On Thu, 27 Feb 1997, Blaine Sanders 5483 wrote:
>> >>> Dave Paulison <dpauliso@gate.net> 02/27/97 02:51pm >>>
>> >What color was the engine?
>>
>> Not 'Red', like the instructions say.  The W-30 had a (correct me if I'm
>> wrong) 350 cid engine that should be painted gold.  If it were a W-31, it
>> would have (could be wrong again) a 455 cid engine that would be painted
>> red.
>
>Blaine!!! You know better than that! :)
>
>W-30 = 400 (in '69) = Bronze paint (455 and blue in '70)
>W-31 = 350 = gold
>
>We'll let you off the hook this time... ;-)
>
>Greg Beaulieu        ab348@chebucto.ns.ca        Halifax, Nova Scotia, Canada
>
>

Greg,

        The 68 W-30 was a Bronze 400 cu in 360 hp engine. You've rode in one
before. But that's a small block kind of guy's reply . HA! Just kidding buddy.

Jim

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

From: FERRERO@uno.cc.geneseo.edu
Date: Thu, 27 Feb 1997 22:26:15 -0400
Subject: well, we've been seeing some "interchangibility"...

we saw some interchangiS]P;billbility with cranks, can you tell me
what parts off of a 307 olds motor can go onto a 350 olds motor?

the 307 motor is from the mid 1980's
the 350 is from 1972.   thanks in advance.
- --jj

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

From: evans1@serv01.net-link.net
Date: Thu, 27 Feb 1997 22:29:24 -0400
Subject: Re: Where is Wes Fujii? (was: Re: 70' 442-W30)

>On Thu, 27 Feb 1997 Jeffrey.Easton@add.ssw.abbott.com wrote:
>> Wes Fuji (whatever happened to him anyway?) once suggested I put
>> 255's all around but I chickened out and put 245/60 15's on the front
>> as I thought they might rub the wheel well or sway bar on tight turns.
>> He had 255's all around on his '75 H/O.
>
>A sweet car, Wes' '75 H/O. Drove in it last summer.
>
>Wes works for H-P in Boise, Idaho. He was in the section that built disk
>drives and H-P got out of that business last year. Wes was lucky, didn't
>lose his job like many others there did, but now works in their laser
>printer section instead of designing disk drives. He's doing OK, but H-P
>has him pretty much occupied these days. He told me at Christmas that his
>H/O hasn't been out of the garage since June. A great guy, we miss him
>here.
>
>Greg Beaulieu        ab348@chebucto.ns.ca        Halifax, Nova Scotia, Canada
>
>
>
>I e-mailed him a couple of weeks ago regarding said '75 BB H/O (way nice
car, incidentally).  Like the rest of us, he seems to be anxious for nice
weather/car season!
Mike Evans
Richland, MI
evans1@net-link.net

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

From: theogns <theogns@avana.net>
Date: Thu, 27 Feb 1997 21:55:49 -0400
Subject: Re: 1970 Cutlass S

Gerald Hughes wrote:
>
> Hey Fellow Olds Techies,
>         What does the "S" mean in a 1970 Oldsmobile Cutlass S?  Is it better
or > worse than a plain jane Cutlass. > >         I am looking at buying one
with a 455 in it for $1200.  Is that a fair > price w/ 133k and minor
quarterpanel rust and minor body dents & dings? > >         Any expert info
on what I should be careful about or what I need to > look for would be
appreciated. > >         A swift reply is requested as I am going to look at
it again today and > I would like to have all of this info in mind. > >
Thanks in advance. > >                                                 Gerald
Hughes

The Cutlass S stands for Sport. In 1970 there were two forms of Cutlass.
There was a Supreme which had a "notch back" and the S had a sloped
back. The "plain jane" you spoke of in my realm of knowledge would be
called an F-85 which would come standard with a ch*vy 6. The price
sounds good if it's a real big block car. Look for rust behind wheel
wells and at the bottom of the trunk lid as well as around the back
glass especially the passenger side.

Danny

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

From: theogns <theogns@avana.net>
Date: Thu, 27 Feb 1997 22:01:31 -0400
Subject: Re: How do I know

Chris Sparks (Mr. Ada) wrote:
>
> Hi all,
>
> How do I know if a interior/exterior color was common or rare?  Does
> anyone have figures for 1968 442s?  Let me know.
>
> Chris Sparks
> 68 442

I can only give som production numbers which you might already know.
to wit:		'68 
4-4-2	3-speed		4-spd		auto
		   		  
1,290		12,920		22,377
with a total of 36,587

Danny

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

From: Jeffrey King <jking@exame2.dseg.ti.com>
Date: Thu, 27 Feb 1997 23:00:48 -0400
Subject: Re: many thanks

> >      Hold on there, pard!  There are a few like me out there who want a
> >      classic or antique, but can only afford the cheaper 4dr models.  Not
a > >      good investment, but still unique to drive and show. > > > My
sediments :) exactly... Big Red is a 2 door of course, but 4 doors like >
Jeff's '61 make excellent -- dare I say it? -- family drivers.  If you want >
a classic everyday driver, but have a coupla kids, a 4 door makes more sense >
in a lot of cases.  Plus, as has been stated many times before, you can buy >
more & better car for the $$$ if its a 4 door as opposed to a 2. > > I would
assume the same applies to wagons over 2 doors... what say, VC owners? > > >
 > Tim Churchill

The family thing is EXACTLY why I sold my '69 Cutlass 'S' ragtop and
bought this Super 88.  If I had to have a family car, why not make it
an old family car...right?  Wrong!

I've been trying to sell that car for 4 years now, and I can't even
get anyone to come and look at it.  I advertise in the Dallas paper,
the Ft. Worth paper, and even the Auto Trader, and I get NO calls at
all (yes, I have the right number in the add..hehe).  The one or two
calls I get ask if it's a 2 dr or a 4 dr, and when I say "it's a 4 door
hardtop..no door post pillers", they say "gee, too bad it's not a 2
door...bye".  Even when I advertised it at only $2500, I got no calls
at all.  I thought that was a fair price for a #3.5 car with 50K miles
on it at the time.

Yes, old 4 doors make great family crusiers, but remember that if you
ever get to be single again, they make lousy "chick magnets", and
unless you stole it to begin with, you'll lose money or be keeping it
for a very long time.
- --
=====================================================================
Jeffrey W. King (N5PNU)     Internet: -----> jking@exame2.dseg.ti.com
Route 1, Box 290            Internet/packet:   n5pnu@dfwgate.ampr.org
Krum, TX. 76249             Packet:    N5PNU @ N5AUX.#DFW.TX.USA.NOAM
214-956-6031 (work)         214-597-1021 (pager)
817-482-3446 (home)         If none of the above works:    HEY YOU!!!
=====================================================================
              http://www.geocities.com/MotorCity/1919
=====================================================================

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

From: theogns <theogns@avana.net>
Date: Thu, 27 Feb 1997 22:13:27 -0400
Subject: Re: Model colors

Dave Paulison wrote:
>
> I have the AMT/ERTL model of the 1969 442 W-30, and have some questions
> about paint color.
>
> What were some body paint colors available for that year/model?  The decals
> I have for the stripes are black, so I need a contrasting color.
>
> Were the inner fender liners red?
>
> What color was the engine?
>
> What were the available interior colors?

The only color that was not available with black stripes was ebony
black. A list of exterior colors that could have had black stripes were:
Sable, Cameo White, Nassau Blue, Trophy Blue, Topaz, Meadow Green, Aztec
Gold, Tahitian Turquoise, Glade Green, Burgundy Mist, PLATINUM, Crimson,
Palomino Gold, Saffron.

Yes the inner fenders should be red.

Engine color is Bronze.

As for interior colors that depends on you exterior.

Danny

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

From: rrpennjr@swbell.net
Date: Fri, 28 Feb 1997 01:15:30 -0400
Subject: [none]

unsubscribe

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

From: theogns <theogns@avana.net>
Date: Thu, 27 Feb 1997 22:16:25 -0400
Subject: Re: Crank swap

Dave Paulison wrote:
>
> If a 330 crank is put in a 350, will the 350 still displace @350ci?  In
> other words, is the 330 and 350 stroke the same?  How rare are the 330
> cranks, and how do you identify one?
>
> Thanks

The 330 stroke is 3.385 and the 350 is also 3.385. The question is
whether the mains are the same size.

Danny

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

From: Brad Bowles <wolds@napanet.net>
Date: Thu, 27 Feb 1997 23:15:47 -0400
Subject: Re: Need Positraction

Joe Fauzio wrote:
>
> When I come off the line my right rear tire just spins. Even when I hit 2nd
> I still see smoke coming from the right tire. I need Posi. Does anyone know
> where I could get the gears? (I have no idea how to spell Positraction)
>
> Thanks
>
> Joe 71 442

Joe,
	then again, doesn't every Olds need "posi-traction".  Here's the scoop
on what lock those tires together for us Olds guys...

	It's called "anti-spin" in the Olds terms.  Posi-traction is Chevy and
Traction lock is Ford.  Same basic setup, but none interchangable.
Assuming that you have a "12 bolt" rear end ('71 442= 455 + TH400 = 12
bolt),  I've heard that it really isn't twelve bolt rear end.  It is, in
fact internally (ring gear) a 10 bolt, but is larger than a "10 bolt"
rear end.  To find out, count the number of bolts holding the cover
plate on.  Either 10 or 12.
	Like I said before, the GM Chevy "posi-traction" is significantly
different than the GM Olds "anti-spin" and are NOT interchangeable,
making the avalability of parts much more difficult.  No one that I know
of has a used one (for a reasonable price) and no companies have come
forward to make reproduction that will fit our differential assembly.
But I believe I have a lead with Auburn Gear, they may make one, I'll
let you know...
	If you do try to locate a used one, here is what you need to know.  The
'68 and before are different than the '69 and later.  the spline # is
different and axle size.  In '69 and later, the number is 28, if my
memory serves me.  Also remember what I told you about the bolt #'s.
	I have been looking for any type of limited slip unit for my '70 442
for the past 6 months.  I have tried to install a 10 bolt Olds rear end,
and have called almost everyone and hired everyone to find me a limited
slip unit.  I did find one on the Olds posts not too long ago.  Some guy
in Canada was selling a barely used one for $800.00.  That's a bit
steep, seeing how a Chevy is charged $400 for parts AND installation.
	If you do find ANY leads, please let me know at wolds@napanet.net.
Good luck
Brad
'70 442

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

From: ANTIQOLDS@aol.com
Date: Thu, 27 Feb 1997 23:17:10 -0400
Subject: Re: olds service manuals

There is a guy in New Jersey that is one of largest dealers in just Olds
material
His name is Al Sandy 1-609-858-0248  fax609-869-3187.
  I'v kown Al for years and he is very reputable

Everett Horton

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

End of oldsmobile-digest V1 #541
********************************
