oldsmobile-digest-owner @ chebucto.ns.ca 
02/09/97 09:59 AM
To:	oldsmobile-digest @ chebucto.ns.ca @ INTERNET
cc:	 
Subject:	oldsmobile-digest V1 #508


oldsmobile-digest         Sunday, 9 February 1997      Volume 01 : Number 508

Re: Switch to Discks?
acceptable piston compression ratios
Re: Switch to Discks?
Re: 65-66 88/98 Diagrams
Dual Quads
Re: Dual Quads
Re: Switch to Discks?
Re: Dual Quads
New BF Goodrich tires
Re: Dual Quads
Re: A Few Q's
The blower saga continues....
Re: New BF Goodrich tires
Re: New BF Goodrich tires
Re: acceptable piston compression ratios
Re: The blower saga continues....
Re: Auto Tranny question
Re: yet another muff question
Is it a W30
My Car Is On The Web
VISTA CRUISER PARTS AVAILABLE
Re: New BF Goodrich tires
Re: Is it a W30
Re: yet another muff question
67 Cutlass L66 400cu.in. Turnike questions
Seam Filler
Re: The blower saga continues....
Re: VISTA CRUISER PARTS AVAILABLE
Re: Q-Jet Carb Question
Re: The blower saga continues....
Re: Ouch goes the Rockit  :(
61 Delmont in N/Central MT
Re: Redeploying
C.I.D. math
Re: acceptable piston compression ratios
rake
Olds 442
Divorce
Re: C.I.D. math
Oldsmobile Parts For Sale (New List)
Re: Is it a W30
Test
Re: Chicago video (was: Kathy Mattea...)
Re: yet another muff question
Re: New BF Goodrich tires
Re: C.I.D. math
Re: C.I.D. math
Re: Oldsmobile Parts For Sale (New List)
Re: Divorce
Re: C.I.D. math
Re: Is it a W30
Re: Divorce
Re: Olds 442
Re: The blower saga continues....
Re: New BF Goodrich tires
Re: C.I.D. math
Re: C.I.D. math
1975-80 Starfire Owners Registry
Re: Q-Jet
Re: VISTA CRUISER PARTS AVAILABLE
New Archives Available (and Rocket Symbol)
Re: Q-Jet
Re: Q-Jet

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

From: JPADA@hqgate.orbital.com
Date: Sat, 8 Feb 1997 13:33:18 -0400
Subject: Re: Switch to Discks?

I would like some opinions on my restoration project.

     Opinions?  From this list?  Surely you jest! :)

The car is a '68 4-4-2 conv, it has manual drum brakes all around....Is it
practical to convert the front end to disks without adding the booster?

     This was the factory setup on W-30s and W-31s.  The cam didn't provide
     enough vacuum for the power booster.

Has anyone driven my original setup and have an opinion to offer?

     My 70 W-30 has the factory manual discs and to be honest, I really
     prefer the feel of the manual brakes to the power ones.  Many power
     boosters are almost binary in nature (brakes either off or on) whereas
     the manual discs allow for modulation.  I have not noticed the
     requirement for excessive pedal pressure, either.

Are there real soft linings which would help pedal effort.

     I actually use Wagner metallic linings on mine and have had no problems
     (well, other than the constant buildup of black brake dust on the
     SSIIs).

If I changed the spindles to get disk brakes, what years are interchangeable?
Just '68-'72?

     Actually, 67-72 GM A-body will fit, but at the risk of reopening an old
     thread, look for the 69-72 single piston caliper units.  While
     technically not correct for a 68 (67-68 used the four-piston units), the
     later calipers are better brakes and are more plentiful.  In addition,
     the early units use the caliper cylinder wall as the sealing surface
     (rubber seal ring is on the pistons), which makes them susceptible to
     rust and often requires the calipers to be sleeved.  The later units
     actually have the seal ring in the caliper bore and use the piston
     surface as the sliding surface.  The piston is then chromed, which
     prevents (or at least delays) any rust effects.  In addition, a
     replacement piston is a lot cheaper than four sleeves for the early
     caliper.

     Obviously, you will need more than just the spindles.  In addition to
     the discs, calipers, backing plates, and master cylinder (contrary to
     what others have posted here, the master cylinders _are_ different - get
     the correct one), you will also need hoses (get new ones), the frame
     brackets to which the hoses attach, and the proportioning valve.  One
     other thing to note:  The disc brake master cylinder flare nut fittings
     use different size threads than the drum unit.  Unfortunately, these are
     not standard for the tubing size used, so if you bend up new lines from
     the auto parts store pre-flared tubing, the fittings will be wrong.  You
     can buy adapters (you may have to search a while to find them), use the
     lines from the donor car, or bend new lines and reuse the fittings only
     from the donor car.  In the last option, obviously you must use a double
     flare tool, which can be rented.

     BTW, while the factory disc brakes are light years better than the
     drums, they are still significantly worse than those available on just
     about any new econobox.  You may want to investigate upgrading even
     further to the larger F-body (yech...phoo) brakes instead.  This
     obviously takes you even further from original, so you must consider if
     this will be a driver or a show car.

     Good luck

     Joe Padavano
     jpada@hqgate.orbital.com

     66 442
     68 W-30
     68 H/O
     70 W-30




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

From: John Foster <jdfoster@n-link.com>
Date: Sat, 8 Feb 1997 14:50:59 -0400
Subject: acceptable piston compression ratios

Gentlemen,

	I have a  69 olds cutlass convertable with a 350 4 bbl.engine.
I am in the process of rebuilding this engine.  I need to find out what
the highest compression pistons I can use with premium unleaded
fuel (92 or 93 octane).  Also, this car had a turbo hydramatic 400.
Was this an option or did someone just replaced the orginal xmsn?

				happy motoring
				John Foster
				jdfoster@n-link.com
				
				67 VC
				67 442 3ea. 1 w/W-30
				69 Cutlass convertable

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

From: Shang <Shang@dfwmm.net>
Date: Fri, 7 Feb 1997 14:51:34 -0400
Subject: Re: Switch to Discks?

Escape442@aol.com wrote:
>
> I would like some opinions on my restoration project.  The car is a '68
4-4-2 > conv, it has manual drum brakes all around.  I would like to retain
the > originality of the car, yet I plan on driving it quite a bit.   I have
read > that this brake system is pathetic in road test articles.  I do not
plan on > adding a power booster.  Is it practical to convert the front end to
disks > without adding the booster?  Has anyone driven my original setup and
have an > opinion to offer? Are there real soft linings which would help pedal
effort. > I read that W-31's had a special lining material because of the lack
of power > assist.  I also know that because of the asbestos crybabies, lining
materials > have changed.  If I changed the spindles to get disk brakes, what
years are > interchangeable? Just '68-'72?  Thanks,  Ed    Escape442@aol.com


I converted a '70 Pontiac Lemans with manual drums to manual discs. I
had no problems at all.

Stephen Hoover
Dallas, Texas
'70 Cutlass "S"

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

From: "jones" <jones@morgan.net>
Date: Sat, 8 Feb 1997 13:51:00 -0400
Subject: Re: 65-66 88/98 Diagrams

- ----------
> From: Chris Fair <ChrisFair@FairIsaac.com>
> To: oldsmobile@chebucto.ns.ca
> Subject: 65-66 88/98 Diagrams
> Date: Friday, February 07, 1997 5:48 PM
>
>
> Ladies and Gentlemen,
>
> Spent about 6 minutes last night @ Kinko's making copies of the vacuum
> diagram for a/c cars, (not heater, not comfortron. I also made 4 color
> copies of the wiring diagram for the 1966 Jetstar, 88 and 98 models.
>
> I'm keeping one, Walt in Tx gets one (his request), but the other
> two are unspoken for. They're yours for the asking. Just let me
> know where to send 'em.
>
> I'll even throw in the envelope and stamp for free.
>
> First two responses win.
> cf
 Thanks in advance I will be watching my snail mail. Now I owe you one I
hope I can return the favor someday.
Walter

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

From: JPADA@hqgate.orbital.com
Date: Sat, 8 Feb 1997 13:51:50 -0400
Subject: Dual Quads

>455/425/400  Offenhauser 2-4bbl. low rise intake w/2 carter 550 cfm carbs.
>(Complete setup) $350.00

Anyone have any experience with this setup?


          Charley,

          Sorry to hear about your car, by the way.

          As to the dual quad setup, I ran a long-out-of-production
          Edelbrock dual quad setup on the 71 Cutlass I used to have
          (the one the ex got).  On a mild 455 and using two Carter
          500 cfm AFB carbs with progressive linkage, the car got >14
          mpg on the freeway.  Impressed the hell out of me.  This is
          with a TH400, BFG 275/60-15 tires (as in, fairly tall) and
          3.42 gears.  This same car ran 11.95@115.5 mph with no prep
          or tuning other than slicks and an open exhaust (oh,
          yeah..and I used nitrous).  Never got the chance to see what
          it could do when properly prepared.

          A few comments.  The Edelbrock manifold was a two-plane
          unit, which I wanted for street use.  I think the Offy noted
          above is a single-plane manifold and thus better suited for
          high rpm.  I purposely chose the 500 cfm carbs to keep the
          airflow velocity up in the venturies, as there was no way in
          hell the engine needed 1000 cfm or more.  I almost thought
          about getting the 400 cfm units.  I also chose the AFBs for
          their air-valve design (a la Q-jet, which unfortunately
          wouldn't fit the manifold).  The engine was a 10:1 motor,
          forged pistons, stock heads, and Kenne-Bell headers.  I
          don't remember the cam specs, but they were pretty
          conservative (something like 286 degrees, or 294, with under
          .500 lift).

          Joe Padavano
          jpada@hqgate.orbital.com

          66 442
          68 W-30
          69 H/O
          70 W-30

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

From: "Chris Urban" <urbanch@magi.com>
Date: Sat, 8 Feb 1997 14:07:39 -0400
Subject: Re: Dual Quads

Yest they are a pain. Stick to one big four barrel.

Chris Urban


- ----------
> From: JPADA@hqgate.orbital.com
> To: oldsmobile@chebucto.ns.ca
> Subject: Dual Quads
> Date: February 8, 1997 12:51 PM
>
> >455/425/400  Offenhauser 2-4bbl. low rise intake w/2 carter 550 cfm
carbs.
> >(Complete setup) $350.00
>
> Anyone have any experience with this setup?
>
>
>           Charley,
>
>           Sorry to hear about your car, by the way.
>
>           As to the dual quad setup, I ran a long-out-of-production
>           Edelbrock dual quad setup on the 71 Cutlass I used to have
>           (the one the ex got).  On a mild 455 and using two Carter
>           500 cfm AFB carbs with progressive linkage, the car got >14
>           mpg on the freeway.  Impressed the hell out of me.  This is
>           with a TH400, BFG 275/60-15 tires (as in, fairly tall) and
>           3.42 gears.  This same car ran 11.95@115.5 mph with no prep
>           or tuning other than slicks and an open exhaust (oh,
>           yeah..and I used nitrous).  Never got the chance to see what
>           it could do when properly prepared.
>
>           A few comments.  The Edelbrock manifold was a two-plane
>           unit, which I wanted for street use.  I think the Offy noted
>           above is a single-plane manifold and thus better suited for
>           high rpm.  I purposely chose the 500 cfm carbs to keep the
>           airflow velocity up in the venturies, as there was no way in
>           hell the engine needed 1000 cfm or more.  I almost thought
>           about getting the 400 cfm units.  I also chose the AFBs for
>           their air-valve design (a la Q-jet, which unfortunately
>           wouldn't fit the manifold).  The engine was a 10:1 motor,
>           forged pistons, stock heads, and Kenne-Bell headers.  I
>           don't remember the cam specs, but they were pretty
>           conservative (something like 286 degrees, or 294, with under
>           .500 lift).
>
>           Joe Padavano
>           jpada@hqgate.orbital.com
>
>           66 442
>           68 W-30
>           69 H/O
>           70 W-30
>
>
>

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

From: Dave Paulison <dpauliso@gate.net>
Date: Sat, 8 Feb 1997 14:10:56 -0400
Subject: Re: Switch to Discks?

>     In the last option, obviously you must use a double
>     flare tool, which can be rented.

Or you could just buy one.  I was checking on flare tools at Sears this
week, because I have to buy one for work.  They have a Craftsman one for
$17.99 that includes tool pieces to make double flares.  I don't know how
well they work, however, as I haven't bought one yet.

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

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

From: SRB442@aol.com
Date: Sat, 8 Feb 1997 14:20:06 -0400
Subject: Re: Dual Quads

Hi,
     I currently run an offy dual quad with 2 500 performer carbs on my 73
442 with a 455 engine. The only reason I have it is for show. The engine
makes 510 h.p. @ 6000 rpms the person who put it together said that single
four barrel intake an carb would produce more power. I agree a single four
barrel would be a lot easier to manage.
                   Steve

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

From: SRB442@aol.com
Date: Sat, 8 Feb 1997 14:27:52 -0400
Subject: New BF Goodrich tires

Hi,
      Is anyone using the new BF Goodrich radial racing tires. I would like
to try some if they stick as good as they say they will. I have comp T/A now
and thes will not stick at all. My short times are 2.2 for the most part and
my e.t's are 12.9@110 mph with 4.10's. The car is a 73 442 455 automatic. I
would like to see if I can get it into the low 12's this summer and these new
tires might do it if I can get my short times down under 2.0 and maybe some
3.90 gears. I don't want to start meesing with the suspention a lot and if I
get slicks I might find the next weakest link in my drivetrain.
 All info greatly appreciated. Steve

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

From: Clayton Pierce <zcwp11@Access.ETSU-Tn.Edu>
Date: Sat, 8 Feb 1997 14:41:38 -0400
Subject: Re: Dual Quads

On Sat, 8 Feb 1997 JPADA@hqgate.orbital.com wrote:
>           As to the dual quad setup, I ran a long-out-of-production
>           Edelbrock dual quad setup on the 71 Cutlass I used to have
>           (the one the ex got).  On a mild 455 and using two Carter
              ^^^^^^^^^^^^^^^

That was one lucky ex!!!  :-)
Didja' give that'n to her or did she have a real good lawyer?

Clayton (lessee, how many women do I know with 455 A body cars?) Pierce
zcwp11@Access.ETSU-Tn.Edu

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

From: "jones" <jones@morgan.net>
Date: Sat, 8 Feb 1997 14:39:24 -0400
Subject: Re: A Few Q's

- ----------
> From: C.R.F. <wizkid@inlink.com>
> To: oldsmobile@chebucto.ns.ca
> Subject: Re: A Few Q's
> Date: Saturday, February 08, 1997 2:15 AM
>
> At 12:31 AM 2/8/97 -0400, you wrote:
> >
> >
> >----------
> >> From: Jeffrey.Easton@add.ssw.abbott.com
> >> To: oldsmobile@chebucto.ns.ca
> >> Subject: Re: A Few Q's
> >> Date: Friday, February 07, 1997 12:05 PM
> >>


> Oil, oil filter, and air filter change intervals have a great deal more
to
>
> I think you have made an interesting case about Penzoil, but the
question,
> even in your assesment, is change interval not brand.
>
> Also, a day or two ago (I can't let this one go I guess) someone
mentioned
> that some particular brand of motor oil was the last one that was
'organic.'
> If YOU were the one, please read.  As I remember in from my 'Organic
> Chemistry' classes of about 30 years ago (the first time I worked on my
GED
> by the way) and (with time some things turn slightly grey) 'organic'
> materials are those that contain CARBON.  And while there may be some
> hi-tech lubricant that is based on some other molecule, such as silicon,
> every can of motor oil that originated from an oil well is ORGANIC.  This
> includes the synthetics such as Mobil 1; which in my opinoin is not worth
> the cost.  I would rather see someone use less expensive brands and
change
> their oil more often.  I really believe that this provides much more bang
> for the buck; and which preserves the engine better and longer.
>
> The Wiz
>
	 Wasn't me who said that....Oh and another thing that I think is a 
major
factor in how clean a engine stays is if it is used on short drives to the
store school ect.and never alowed to get the oil hot, which evaporates out
a lot of the condensation that forms.Engines used this way should have much
more frequent oil changes than one that is hwy. driven every day.
	I started useing Castrol because they supported lots of sportsman drag
racers. They have since cut a lot of their help for the little guy so I may
change. 	Synthetic oil doesnt seem to do as well with flat tappet cams 
but
is great with rollers.
	As Dennis Miller would say " this is just my opinion I may be wrong"

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

From: John and Robin Whitcore <retrotek@phoenixat.com>
Date: Sat, 8 Feb 1997 10:18:51 -0400
Subject: The blower saga continues....

Yet another blower problem maybe someone can help us with. We recently
just lost all blower speeds except high on our '71 Cutlass Supreme. I
think all these problems we've been having recently ultimatley points to
a tired blower motor drawing too many amps. We've checked all
connections for melted wires and the resistor is good. Any ideas where
the problem may lie? thanks........j

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

From: "jones" <jones@morgan.net>
Date: Sat, 8 Feb 1997 15:11:36 -0400
Subject: Re: New BF Goodrich tires

- ----------
> From: SRB442@aol.com
> To: oldsmobile@chebucto.ns.ca
> Subject: New BF Goodrich tires
> Date: Saturday, February 08, 1997 12:27 PM
>
> Hi,
>       Is anyone using the new BF Goodrich radial racing tires. I would
like
> to try some if they stick as good as they say they will. I have comp T/A
now
> and thes will not stick at all. My short times are 2.2 for the most part
and
> my e.t's are 12.9@110 mph with 4.10's. The car is a 73 442 455 automatic.
I
> would like to see if I can get it into the low 12's this summer and these
new
> tires might do it if I can get my short times down under 2.0 and maybe
some
> 3.90 gears. I don't want to start meesing with the suspention a lot and
if I
> get slicks I might find the next weakest link in my drivetrain.
>  All info greatly appreciated. Steve
> Steve I havent tried the BF tires yet but I have used Hoosiers quick time
P295-50 tires on my 3600 lb C**vy with 1.86 60 ft times. 12.5 ets with out
the juice. I have 4:11 gears   When they finally wore out I bought some
Cooper P295 s and the car doesnt hook at all anymore. I havent run it at
the track with the Coopers but I know the times would be embaraseing.

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

From: WMACHINES@aol.com
Date: Sat, 8 Feb 1997 15:34:23 -0400
Subject: Re: New BF Goodrich tires

In a message dated 97-02-08 13:35:27 EST, you write:

<< Hi,
       Is anyone using the new BF Goodrich radial racing tires. I would like
 to try some if they stick as good as they say they will. I have comp T/A now
 and thes will not stick at all. My short times are 2.2 for the most part and
 my e.t's are 12.9@110 mph with 4.10's. The car is a 73 442 455 automatic. I
 would like to see if I can get it into the low 12's this summer and these
new
 tires might do it if I can get my short times down under 2.0 and maybe some
 3.90 gears. I don't want to start meesing with the suspention a lot and if I
 get slicks I might find the next weakest link in my drivetrain.
  All info greatly appreciated. Steve >>

Hey Steve, stay with the 4:10 gears and run a 28 inch tall tire.  I have
heard
good things from fellow racers about the BF'S.  But I myself prefer the M&H
RaceMaster Dot street tires.  They have 5 treads and boy do they hook. I run
about 18 psi of tire pressure and I dont have a problem with traction.  I am
also
using a 4:10 with the M&H's and 60 ft times are 1.79 and mph is 108 and I run
e.t.'s of 12.47's

W MACHINES
72 442 W-30

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

From: Clayton Pierce <zcwp11@Access.ETSU-Tn.Edu>
Date: Sat, 8 Feb 1997 15:46:02 -0400
Subject: Re: acceptable piston compression ratios

Joh,

The motor in my '84 Cutlass is out of a '74 Delta 88 it was the 350 4bbl.
(K code in VIN #) and it DID have the TH400 **FROM THE FACTORY**.  I don't
know if things were the same for Cutlasses in 1969 as they were for Delta
88's in 1974, but I think that it MAY have been possible.  Sorry, I don't
know anything about high comp pistons though.

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

On Sat, 8 Feb 1997, John Foster wrote:

> Gentlemen,
>
> 	I have a  69 olds cutlass convertable with a 350 4 bbl.engine.
> I am in the process of rebuilding this engine.  I need to find out what
> the highest compression pistons I can use with premium unleaded
> fuel (92 or 93 octane).  Also, this car had a turbo hydramatic 400.
> Was this an option or did someone just replaced the orginal xmsn?
>
> 				happy motoring
> 				John Foster
> 				jdfoster@n-link.com
> 				
> 				67 VC
> 				67 442 3ea. 1 w/W-30
> 				69 Cutlass convertable
>
>

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Sat, 8 Feb 1997 09:53:11 -0400
Subject: Re: The blower saga continues....

John and Robin Whitcore wrote:
>
> Yet another blower problem maybe someone can help us with. We recently
> just lost all blower speeds except high on our '71 Cutlass Supreme. I
> think all these problems we've been having recently ultimatley points to
> a tired blower motor drawing too many amps. We've checked all
> connections for melted wires and the resistor is good. Any ideas where
> the problem may lie? thanks........j

That sounds like the fuse in the fuse box.  This is assuming that there
is no wiring problem.  I wouldn't think that you could have 'high' & be
having blower trouble.

Bill Culp
Decatur, Alabama

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Sat, 8 Feb 1997 09:59:11 -0400
Subject: Re: Auto Tranny question

C.R.F. wrote:
>
>
> That basic engine was Ch*vy's mainstay since 1929.  The Powerglide hit in
1953. > > The Wiz

Wiz,

I believe that PowerGlide was even earlier.  1950 comes to mind.  That
really hit Ford, which had to use Borg Warner's the Studebaker developed
automatic & Plymouth which was using a little of everything w/fluid in
it.

Bill Culp
Decatur, Alabama

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

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Sat, 8 Feb 1997 16:23:28 -0400
Subject: Re: yet another muff question

At 03:36 AM 2/8/97 -0500, you wrote:
>i want to put a high flow muff on my 85 delta 88 v6 231 3.8L but i have not
[snip]
>nice sound...i want to set it up something like this...
>
>                         | |
>                         | |
>                       |     |
>                       |     |  Cat.
>                       |     |
>                         | |
>                         | |
>                         | |
>                       |     |
>                       |     |  ?????Muff.?????
>                       |     |
>                       |     |
>                        || ||
>                        || ||    split pipes
>                       //  \\
>                      //    \\
>                     //      \\
>                     ||       ||
>                     ||       || sorta dual exhaust
>
>What do you think of this layout?

Well, until you *really* start spinning that 231ci V-6, the exhaust system
is not going to pose much of a restriction, so "opening it up" by adding
dual exhausts won't improve performance. Sound, maybe, but performance,
unlikely. I added a high-flow cat and performance muffler to my 403-powered
Electra (same basic chassis as your Delta), and while performance picked up
a bit, I found that the exhaust really wasn't causing much of a restriction.
OTOH, now that I've rebuilt it, the single exhaust *is* a restriction.

If you want to add duals, you can split it right after the cat, and add the
dual-exhaust from an LT-1 powered Buick Roadmaster or an Impala SS (again,
same basic chassis). Running two pipes out of a single muffler might be
kinda tight; I don't know how you'd get both over the rear axle.
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: Joseph Fauzio <galusha@postoffice.ptd.net>
Date: Sat, 8 Feb 1997 16:27:47 -0400
Subject: Is it a W30

I have a 71 442. A friend looked at it today and said that it is a W30.
It doesn't have the W30 on the fenders. It does have OAI. How else could
I tell?

Joe

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

From: The Viking <avar@infinet.com>
Date: Sat, 8 Feb 1997 16:29:55 -0400
Subject: My Car Is On The Web

Finally, got the web page going!!
Your comments are appreciated and welcomed.

Al Varhus 79 Cutlass/455

P>S> Many thanks to Tom Millard for his help in getting the car to this
point.


  http://www.infinet.com/~avar



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

From: "Mike Aldana" <maldana@quix.net>
Date: Sat, 8 Feb 1997 16:38:27 -0400
Subject: VISTA CRUISER PARTS AVAILABLE



                I recently spotted a cruiser ( last wed.) i am not sure if
it is a 72 or 75, but the parts are for sale and is almost complete. any
interest let me know, and i will verify year. please state year, parts you
might need, in first letter. I will follow with a response. sincerely. mike
aldana    maldana@quix.net

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

From: SRB442@aol.com
Date: Sat, 8 Feb 1997 16:54:20 -0400
Subject: Re: New BF Goodrich tires

          First of all how do you guys get the original post in your replys
without typing it all in. I am still new to this computer stuff.

           I am trying to go with the BF Goodrich tires so I can match the
comp t/a's I have now. The tires I am looking at are 28" 275-15 and will fit
just like the 275-15 comp t/a's I have on the rear now. I only take the car
to the track a couple of times a year. I like to go to the Modello event at
Norwalk for the car show and they have a king of the hill race for the show
cars. Anybody seen any prices on these tires yet?.

         I am also restoring a 70 442 ht and will be looking into a completre
interior package for it. Anyone have any experience on which supplier to go
with?.

               Thanks Steve

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

From: Kurt Heinrich <old442@erols.com>
Date: Sat, 8 Feb 1997 17:36:16 -0400
Subject: Re: Is it a W30

Joseph Fauzio wrote:
>
> I have a 71 442. A friend looked at it today and said that it is a W30.
> It doesn't have the W30 on the fenders. It does have OAI. How else could
> I tell?

Joe,
The inner fenderwells would be RED.
The intake manifold would be ALUMINUM with "OLDS W-455" across it.
The heads would be coded "H".
Letter "M" in the VIN (for lansing, MI).
The correct distributor for an auto would be 1112034.
The correct distributor for a stick would be 1112036.
The W30 carb should be 7041257 (mine has this, but is not a W30).

BTW, there were 920 W30s made in '71, of which 110 were ragtops.
I'll be faxing the stuff on Monday morning.

Kurt
fellow 71 442

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

From: Brian S Steinbach <bssst19+@pitt.edu>
Date: Sat, 8 Feb 1997 17:34:34 -0400
Subject: Re: yet another muff question

On Sat, 8 Feb 1997 Junior627@aol.com wrote:

> i want to put a high flow muff on my 85 delta 88 v6 231 3.8L but i have not
> got an good enough answer...some say to go with the cherrybomb glasspacks,
> some say go with a walker...i am looking for low cost with decent flow and
> nice sound...i want to set it up something like this...
>
>                          | |
>                          | |
>                        |     |
>                        |     |  Cat.
>                        |     |
>                          | |
>                          | |
>                          | |
>                        |     |
>                        |     |  ?????Muff.?????
>                        |     |
>                        |     |
>                         || ||
>                         || ||    split pipes
>                        //  \\
>                       //    \\
>                      //      \\
>                      ||       ||
>                      ||       || sorta dual exhaust
>
> What do you think of this layout?
>
> --------------------------------
> Nicolo A. Michelli Jr.
> Junior627@aol.com
> 1985 delta 88
> V6 231 3.8L Rwd
> --------------------------------
>
>
Nicolo,

	Your car should be the same underneath as the 1984 Hurst/Olds.  I
have a 1985 Cutlass Supreme with the 231 V6 and I am considering putting
the exhaust from the Hurst/Olds on my car.  It's a single cat, dual
muffler.  The layout looks like this.


			
			| |      | |
		         | |    | | Pipes from Engine
			  | |  | |
			   | || |
			    |  |
			    |  |
			  --------
			  |      |  Cat
			  |      |
       			  --------
			    |  |
			    |  |
			   / /\ \
			  / /  \ \ Y-Pipe
			 / /    \ \  (Intermediate Pipe)
			/ /      \ \
		       / /        \ \
	  	      -----      -----
		      |   |      |   |  Mufflers
                      |   |      |   |
		      -----      -----
		       | |        | |
		      / /          \ \
		     / /            \ \
			Rear of Car

	I hoped this helped.


Brian Steinbach

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

From: Terje Kongsrud Larsen <terjekl@online.no>
Date: Sat, 8 Feb 1997 18:20:14 -0400
Subject: 67 Cutlass L66 400cu.in. Turnike questions

        I bought a 1967 Cutlass Supreme Holiday Coupe in Los Angeles, Cal.
on the 8th dec. 96. I brought this car with me back to Norway (in Europe)
were I live.  The car is eqipped with an option (among other)called Turnpike
cruising package (L66). This package differs from the 442 package in only
the following area:   another camshaft (max torque at 2600rpm. 442 got max
torque at 3600rpm)
        2.41 to 1 rear axle ratio
        2 bbl. carburator

The car also had to be ordered with the new M40 aut trans (TH400 for the
first time in A body),this at an extra cost not included in the price of
142.18 dollars for the package. It also came with the Climatic Combustion
Control who was a part of the L66. The L66 contained the same as 442 in the
following area:
        400 cu.in high comp (10.5 to 1) Rocket engine
        Heavy Duty front and rear shock absorbers and front stabilizer shaft
        Heavy Duty front and rear springs
        Heavy Duty rear suspension and stabilizer shaft
        Spesial propeller shaft, front motor mounts and battery
        Dual exhauts
        Heavy Duty wheels
My car is also equipped with the following options:
        Air condition                           Vinyl roof
        Bucket seats with console               Rear defogger
        Rocket rally pack (tic tac toc)         Front disc brakes (first year)
        AM & FM radio
My questions are as follows:
        Are this an unusual option ? (L66 Turnpike Cruising Package)
        How many were equipped with L66 ? (in 1967)
        What was the price for the 442 package in 1967 ?
        Where can I get good parts for my restauration of this car ? (seat
covers, rubber, brakeparts etc.
        Are there anyone else having an similar car ? (to shear experience
with)

Look forward to hear from you !!!!
>From the land of the Vikings     terjekl@online.no
      (I`m planning to take trip to Pomona swap meet to buy parts on 27th
April)

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

From: David Nye <jdnye@norfolk.infi.net>
Date: Sat, 8 Feb 1997 18:37:46 -0400
Subject: Seam Filler

Thanks for all of the input on the seam filler. I found 3 or 4 kinds
that 3M makes at my local automotive paint store. Someone else on the
list asked for the same information, don't remember who it was. The one
that I chose is 3M part no. 08500 "All-Around Autobody Sealant." It's
paintable and will remain flexible and "rubber-like."
			David Nye
			'71 Cutlass Ragtop

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

From: Gregory M Zimmerman <gzimmerm@runet.edu>
Date: Sat, 8 Feb 1997 18:51:49 -0400
Subject: Re: The blower saga continues....

>
> John and Robin Whitcore wrote:
> >
> > Yet another blower problem maybe someone can help us with. We recently
> > just lost all blower speeds except high on our '71 Cutlass Supreme. I
> > think all these problems we've been having recently ultimatley points to
> > a tired blower motor drawing too many amps. We've checked all
> > connections for melted wires and the resistor is good. Any ideas where
> > the problem may lie? thanks........j
>
> That sounds like the fuse in the fuse box.  This is assuming that there
> is no wiring problem.  I wouldn't think that you could have 'high' & be
> having blower trouble.
>
> Bill Culp
> Decatur, Alabama
>
>
This might be well known, but the blower uses a separate circuit for
high, and another circuit for the lower three speeds.

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

From: katana72@juno.com (Robert F Turner)
Date: Sat, 8 Feb 1997 19:42:29 -0400
Subject: Re: VISTA CRUISER PARTS AVAILABLE

What kind of shape is this "gem" in?? I've been looking for a good wagon
body. I have motors and trannies available to me from the Farm. Where is
it at ??

Rob Turner
Katana72@juno.com    It's NOT your Daddy's Oldsmobile!!!!!!!   Hastings,
MN

On Sat, 8 Feb 1997 16:38:27 -0400 "Mike Aldana" <maldana@quix.net>
writes:
>
>
>                I recently spotted a cruiser ( last wed.) i am not
>sure if
>it is a 72 or 75, but the parts are for sale and is almost complete.
>any
>interest let me know, and i will verify year. please state year, parts
>you
>might need, in first letter. I will follow with a response. sincerely.
>mike
>aldana    maldana@quix.net
>
>
>

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

From: katana72@juno.com (Robert F Turner)
Date: Sat, 8 Feb 1997 19:42:29 -0400
Subject: Re: Q-Jet Carb Question

Look at the depth of the middle part of the carb. the lower cfm carb has
a shorter mid- section as the larger cfm has a larger mid- section.
On Sat, 8 Feb 1997 11:28:28 -0400 Dave Paulison <dpauliso@gate.net>
writes:
>>I am new to the
>>Q-Jet community but I do believe that they come in different cfm.
>>ratings.  Is there a way to tell or do I just look for a certain ID.
>>number and if so what is it and what cfm is it?
>
>Yes, they do come in different CFM ratings.  750 and 800 or 850 I
>believe.
>The lower CFM carb has a 1 3/16" primary venturi throat, the higher
>rated
>carb has a 1 7/16".  That's the only way I know to tell them apart.
>
>Someone else may know an easier/better way...
>
>
>--
>Dave Paulison                  1969 Oldsmobile Cutlass Supreme
>Melbourne, Florida             1993 Mitsubishi Eclipse GS
>dpauliso@gate.net
>
>
>

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

From: katana72@juno.com (Robert F Turner)
Date: Sat, 8 Feb 1997 19:42:29 -0400
Subject: Re: The blower saga continues....

check the blower relay and/ or the fuse. These control the lower speeds
for the blower . Also CHECK you grounds. Partial grounds have been my
nemesis, not only on my 72 Cutlass, but as well on many of the Navy
aircraft I have worked on..

Rob Turner
Katana72              It's NOT your Daddy's Oldsmobile!!!!!!!!
Hastings, MN

On Sat, 8 Feb 1997 10:18:51 -0400 John and Robin Whitcore
<retrotek@phoenixat.com> writes:
>Yet another blower problem maybe someone can help us with. We recently
>just lost all blower speeds except high on our '71 Cutlass Supreme. I
>think all these problems we've been having recently ultimatley points
>to
>a tired blower motor drawing too many amps. We've checked all
>connections for melted wires and the resistor is good. Any ideas where
>the problem may lie? thanks........j
>
>

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

From: buehner@cis.nmclites.edu (buehner)
Date: Sat, 8 Feb 1997 20:28:51 -0400
Subject: Re: Ouch goes the Rockit  :(

>I REALLY feel for ya' man.  I know how it feels!
 Anyway, I hope that you are luckier than I was, and get
>everything repaired from her insurance.


T'anks.

 I hope that pretty lil' BB you
>got under the hood is still O-K.

Yup, it's still having fun, it has no idea that the tail got trimmed at all :)


      Charley Buehner       | "buehner@cis.nmclites.edu"
      500 4th Ave.          | "charley@rocketship.com"
      Box 1255              | Montana State University-Northern
      Havre, Montana 59501  | http://cis.nmclites.edu/~buehner
      "Rockit 1"            | '81 Olds Cutlass 425
      "BT UR 4D"            | '70 Buick GS 455
             (Real Cars Don't Wear Bowties)

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

From: buehner@cis.nmclites.edu (buehner)
Date: Sat, 8 Feb 1997 20:28:55 -0400
Subject: 61 Delmont in N/Central MT

While scavenging through a local yard today (looking for rear body parts...)
I ran across a 61 Delmont 88.  No engine or hood.  Bad windshield, front end
damage, although it didn't look too bad.  The rest of the glass was good,
and the car was mainly complete otherwise.  No taillights, couldn't tell
anything underneath.  Horn button had been disassembled, (incorrectly, I'm
assuming)  but looked like it used to be ~really~ cool.  Neat car.  Four
door.  You'd probably have to buy the whole car, but couldn't get a price
today.  If anyone is interested, drop me a line, I can do a little more
research.

The 66 Toro is still there, too.  No engine, no hood, kinda rough, fairly
complete, but still ~really~ cool, too!

As for ~my~ parts, they used to have an '81 Cutlass down there, looked like
it had a head on with a train.  I'd gotten some glass, and other panels in
the past, along with the rallye-guage pack from it in years past.  The back
bumper and that whole area was perfect, I'd been tempted many times to buy
that half of it -just in case- but never did.  It's been crushed, so I guess
I blew it there :(  I guess it's travelling time... (after I hear the gospel
about the insurance, that is.)

      Charley Buehner       | "buehner@cis.nmclites.edu"
      500 4th Ave.          | "charley@rocketship.com"
      Box 1255              | Montana State University-Northern
      Havre, Montana 59501  | http://cis.nmclites.edu/~buehner
      "Rockit 1"            | '81 Olds Cutlass 425
      "BT UR 4D"            | '70 Buick GS 455
             (Real Cars Don't Wear Bowties)

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

From: KarlAunan@aol.com
Date: Sat, 8 Feb 1997 21:35:50 -0400
Subject: Re: Redeploying

Gentlemen,
   I have re-subscribed with what is a new and hopefully permanent screen
name.
During previous subscription I went by KAune13092. I am announcing my
prescence
in the event that others have been trying to reach me. The download of a
different AOL version over-wrote my electronic address book and all old mail.
I am hoping that
those I communicated with before (I have such a poor memory!) will notice my
return.
I believe one such was CRuper1 of Rockford (?) who I contacted originally
about some 15" mag wheels.

I realize that this has little Oldsmobile content, and I humbly apologize.

BTW I've managed to eke a whole 11 MPG out of my Dynamic 88 (Wahoo!)

Karl Aune
1965 Dynamic 88

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

From: Brad Bowles <wolds@napanet.net>
Date: Sat, 8 Feb 1997 21:42:05 -0400
Subject: C.I.D. math

My 455 has been bored out to .060 over.  I am running a new stock crank
and pistons (+.060) and rods.  I know this increases the cubic inch
displacement of the motor, but to what size?

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

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Sat, 8 Feb 1997 21:42:08 -0400
Subject: Re: acceptable piston compression ratios

At 01:50 PM 2/8/97 -0500, you wrote:
>	I have a  69 olds cutlass convertable with a 350 4 bbl.engine.
>I am in the process of rebuilding this engine.  I need to find out what
>the highest compression pistons I can use with premium unleaded
>fuel (92 or 93 octane).

If you modify the advance curve, you can probably use the 10.25:1 pistons
with pump gas. The fact is, with those pistons your actual compression may
be a bit (1/2 to a full point) lower.

>Also, this car had a turbo hydramatic 400.
>Was this an option or did someone just replaced the orginal xmsn?

Stock, even for the mighty W-31, was the TH350. Yours is a transplant (or
your car is a 442 with a 350 transplanted into it...)
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: Brad Bowles <wolds@napanet.net>
Date: Sat, 8 Feb 1997 21:47:10 -0400
Subject: rake

I have access to a set of 15" SSII's that are in good condition.  I was
wondering if I ran the 15" in the back with a tall (but wide) tire and
the 14" in the front with a low profile tire, would the rake of the car
look good on an Olds. Also, would this give me a higher or lower gear
ratio?

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

From: CHEAPVIRG@aol.com
Date: Sat, 8 Feb 1997 21:47:52 -0400
Subject: Olds 442

Does anyone Know where I can get a list of all the years and specs on All the
Oldsmobile 442's produced?
If anyone could help please Email me at cheapvirg@aol.com
thanks VIGIL

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

From: Joseph Fauzio <galusha@postoffice.ptd.net>
Date: Sat, 8 Feb 1997 21:50:54 -0400
Subject: Divorce

I know how you feel. I had a airplane. A 1946 Cessna 140. It was all
original except for paint and wing fabric. Only 1800 hours total time on
it. Guess who got it in the divorce. She hated that plane and would
never fly in it. She always said that she hoped that I would kill myself
in it. I wanted to buy it back from her but there was no way she was
going to let me have it. She knew how much I loved that plane.  Now I
put everything in my daughter name to be sure that nobody will ever get
anything from me again. Of course I'll never get married again.

Joe
71 442

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

From: grpruett@vt.edu (Greg Pruett)
Date: Sat, 8 Feb 1997 13:16:02 -0400
Subject: Re: C.I.D. math

>My 455 has been bored out to .060 over.  I am running a new stock crank
>and pistons (+.060) and rods.  I know this increases the cubic inch
>displacement of the motor, but to what size?

Well you can go to the Automotive Programs by Bowling site,

http://devserve.cebaf.gov/~bowling/auto.html

.... and use the engine displacement calculator.


I ran your specs through and got the following:

>Bowling's Engine Displacement Calculator
>
>Input Parameters Are the Following:
>
>     Number of Cylinders are = 8 to 1
>     Piston Diameter = 4.125 Inches
>     Piston Oversize = 0.060 Inches
>     Engine Stroke = 4.250 Inches
>
>Computation Results:
>
>   Computed Engine Displacement (CID) is 468
>   Computed Engine Displacement (Litres) is 7.7
>   Computed Engine Displacement (CC) is 7664.2
>
>>
>>

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

From: James & Joanne Chermack <chermac@exis.net>
Date: Sat, 8 Feb 1997 22:13:23 -0400
Subject: Oldsmobile Parts For Sale (New List)

The following is a list of Olds parts for sale.

64 Cutlass/442
grille assm     $75.00
RH headlight door    $25.00
F. bumper core    $75.00
RH tail lens    $5.00ea
LH tail lens    $5.00ea
Tail light bezels (used) $15.00 ea
Steering wheel center   $10.00

66 Cutlass/442
Headlight doors    $45.00pr

67 Cutlass/442
400/425 NOS fuel pump    $50.00
400/425 NOS water pump   $75.00
Headlight doors NOS   $125.00pr (cutlass)

67 Toronado
dash gauge bezel   $55.00
Rear glass    $50.00
Package tray    $25.00

68 Cutlass/442
RH headlight plastic   $100.00ea
Headlight doors    $5.00ea
Trunk chrome molding   $50.00set
Rear bumper core    $65.00 (cutlass)
Rear window moldings   $40.00set

68 Toronado
Headlight vacuum actuator    $50.00
Headlight switch     $10.00
Dash gauges    $10.00ea
F bumper    $75.00
R bumper    $75.00
Turn signal lens   $65.00pr
Radiator top plate   $35.00

69 Cutlass/442
Headlight doors   $50.00pr
Hood tongue   $15.00
Hood hinges   $20.00pr
LH tail light    $20.00
4 row radiator top plate   $75.00
Q-jet 7049250 (rebuilt)   $100.00
Rear defrost switch    $15.00
Black inner fenders    $80.00pr

70 Cutlass/442
Hood tongue   $20.00ea
Headlight doors   $55.00pr
Hood hinges  $20.00pr
442 post door panels   $40.00pr
Tail light lens   $15.00ea
Cutlass S grilles   $65.00pr
Rear upper control arms   $75.00pr
Drum brake knuckles and backs (complete)   $85.00
OAI hood pins (nice used)  $30.00pr
455 distributor #1111978 (2nd design)   $25.00
455/425/400  Offenhauser 2-4bbl. low rise intake w/2 carter 550 cfm carbs.
(Complete setup w/ linkage) $350.00
70-72 shifter console (1 blue and 1 black)  $125.00ea
70 Cutlass "S" side moldings (set) $135.00
72 Cutlass Supreme side moldings (set) 135.00
70 AM/FM mono w/amp $85.00Misc:

72 Cutlass/442
Boxed Lower control arms  $60.00pr
Column Shift Tilt (black)   $100.00
Auto Consoles (2 black, 1 blue)   $75.00ea
Dash Pads (A/C car, 2 black)   $125.00ea
Edelbrock Performer Intake (small block)  $100.00
Long Wheel Molding Sets   $125.00set
Tail Light Lens   $15.00ea

1986/87  88/98 wire wheel covers   $125.00set

**** New stuff to list****
69-72 Floor Shift Steering Column (no tilt) $100.00
New '72 Dash Woodgraining Kit  $40.00
70-72 Power Disc Brake Booster w/ master cyl. $75.00 as is
($135.00 rebuilt & detailed)
New window fuzzies 68-72 Holiday coupe $40.00 set (Flat style)
71-7? 10 Bolt 2.73:1  Anti-Spin rear end   $350.00
70-72 Bumper bracket sets $40.00 set
350 Exhaust manifolds  $60.00pr (nice)
Bottom windshield mouldings  $35.00ea
Rear hood moldings  $35.00ea

P.S.  We have more parts!

Jim Chermack
'70 Cutlass SX W-32
'72 442
Virginia  Beach, VA
(757) 474-0869

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

From: mefco@sprynet.com
Date: Sat, 8 Feb 1997 23:03:47 -0400
Subject: Re: Is it a W30

Joe,
Does your car have an automatic transmission? If so, they only way you can
tell if it's an original W30, that is, without a build sheet or
documentation, is if the transmission is an OW with your numbers on it.
Anyone can buy red fender wells, correct carb, intake, etc., but without
documentation the only way to prove authenticity is if the trans. is still
there, and its the OW.

Art Fuller
mefco@sprynet.com

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

From: Steve Ochs <Steve_Ochs@compuserve.com>
Date: Sat, 8 Feb 1997 23:08:30 -0400
Subject: Test

Test

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

From: Escape442@aol.com
Date: Sat, 8 Feb 1997 23:11:04 -0400
Subject: Re: Chicago video (was: Kathy Mattea...)

Joe, I tried very hard to get a copy of that Chicago video.  I could not find
it anywhere!  I think Hot Rod did an article on the whole affair, but I
missed that too. I think it was a '69, not a '68.   Ed   Escape442@aol.com

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

From: Escape442@aol.com
Date: Sat, 8 Feb 1997 23:36:13 -0400
Subject: Re: yet another muff question

I have been looking at this title and I can't control this temptation,  What
do you call an exhaust repairman who really gets into his work?

A muff diver!
  Escape442@aol.com

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

From: WMACHINES@aol.com
Date: Sat, 8 Feb 1997 23:47:25 -0400
Subject: Re: New BF Goodrich tires

In a message dated 97-02-08 15:58:46 EST, you write:

<<   I am also restoring a 70 442 ht and will be looking into a completre
 interior package for it. Anyone have any experience on which supplier to go
 with?.

                Thanks Steve
  >>
Go with Fusick in CT.  They sell Crown interiors which are one of the best
suppliers.  As for gettting part of the message in the text without typing is
to
take your mouse and press the left button and drag on the text you want and
then hit your reply on your composition of messages


W MACHINES  (Mark Prince)
72 442 W-30

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

From: WMACHINES@aol.com
Date: Sat, 8 Feb 1997 23:48:36 -0400
Subject: Re: C.I.D. math

In a message dated 97-02-08 20:48:48 EST, you write:

<< My 455 has been bored out to .060 over.  I am running a new stock crank
 and pistons (+.060) and rods.  I know this increases the cubic inch
 displacement of the motor, but to what size?

  >>
467C.I. is for a .060 motor and 461 for a .030 motor
W MACHINES
72 442 W-30

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

From: "Jonathan M. Smith" <jmskms@ix.netcom.com>
Date: Sun, 9 Feb 1997 00:31:46 -0400
Subject: Re: C.I.D. math

How many Cubic Inches are there in a Litre?

Jonathan


e-mail:  jmskms@ix.netcom.com
www:     www.netcom.com/~jmskms


Hey, this IS my fathers Oldsmobile...Ya got a problem with that sis??

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

From: "Jonathan M. Smith" <jmskms@ix.netcom.com>
Date: Sun, 9 Feb 1997 00:30:37 -0400
Subject: Re: Oldsmobile Parts For Sale (New List)

At 10:13 PM 2/8/97 -0400, you wrote:
>The following is a list of Olds parts for sale.

{snip}
>67 Cutlass/442
{snip}
>Headlight doors NOS   $125.00pr (cutlass)
>
{snip the balance}

I'm confused...what do you mean by Headlight Doors?? Are you talking about
like on a Toronado??? As far as I know, Cutlass' didn't have headlight
doors (my 67 sure doesn't).

Jonathan

e-mail:  jmskms@ix.netcom.com
www:     www.netcom.com/~jmskms


Hey, this IS my fathers Oldsmobile...Ya got a problem with that sis??

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

From: Escape442@aol.com
Date: Sun, 9 Feb 1997 00:38:21 -0400
Subject: Re: Divorce

Joe, I have been through it, I also had a vindictive ex. I won't go into all
the details, I just wanted you to know that there ARE very good women out
there.  It's like trying to find a '66 factory W-30, but it can be done. Tip;
find a woman who had an abusive ex.   Living again!   Ed   Escape442@aol.com

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

From: Escape442@aol.com
Date: Sun, 9 Feb 1997 00:44:31 -0400
Subject: Re: C.I.D. math

In a message dated 97-02-08 20:48:48 EST, you write:

>My 455 has been bored out to .060 over.  I am running a new stock crank
>and pistons (+.060) and rods.  I know this increases the cubic inch
>displacement of the motor, but to what size?
>
>

When I went .030 over, I was told it was 462cid, so double it?  Wait until
Joe Padavano replies, he will know for sure.  Ed   Escape442@aol.com

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

From: Escape442@aol.com
Date: Sun, 9 Feb 1997 00:52:06 -0400
Subject: Re: Is it a W30

In a message dated 97-02-08 22:09:44 EST, you write:

>Does your car have an automatic transmission? If so, they only way you can
>tell
>if it's an original W30, that is, without a build sheet or documentation, is
>if
>the transmission is an OW with your numbers on it.
>Anyone can buy red fender wells, correct carb, intake, etc., but without
>documentation the only way to prove authenticity is if the trans. is still
>there, and its the OW.

Art, excellent detective work, that is good advice.  I would think that the
same applies although not as positive, about a close ratio 4-speed car.  Ed
  Escape442@aol.com

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

From: "Peg O'Connor" <peg@grove.ufl.EDU>
Date: Sun, 9 Feb 1997 02:50:02 -0400
Subject: Re: Divorce

> Joe, I have been through it, I also had a vindictive ex. I won't go into all
> the details, I just wanted you to know that there ARE very good women out
> there.  It's like trying to find a '66 factory W-30, but it can be done.
Tip; > find a woman who had an abusive ex.   Living again!   Ed
Escape442@aol.com

And, better yet, there are very good women out there who love Oldsmobiles!

8)
peg

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

From: Lance Mackey <lamackey@structured.net>
Date: Sun, 9 Feb 1997 02:51:44 -0400
Subject: Re: Olds 442

At 09:47 PM 2/8/97 -0400, you wrote:
>Does anyone Know where I can get a list of all the years and specs on All the
>Oldsmobile 442's produced?
>If anyone could help please Email me at cheapvirg@aol.com
>thanks VIGIL

Get a copy of the "Illustrated Oldsmobile Buyers Guide" from Motorbooks at
your local bookstore. This should give you most of what you want including
options, prices and quantities made.


Happy Cruzin'

Lance Mackey
lamackey@3rdplanet.com
http://www.3rdplanet.com/~lamackey/hurst_hp.html ('68 Hurst/Olds website)

'67 Supreme post UHC 330
'68 Hurst/Olds (original family)
'59 Chevy Viking
'63 Nova 400
'69 Camaro SS396
'70 Camaro 350/300hp
'86 Camaro 502 (original owner)

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

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 9 Feb 1997 05:09:24 -0400
Subject: Re: The blower saga continues....

At 10:18 AM 2/8/97 -0400, you wrote:
>Yet another blower problem maybe someone can help us with. We recently
>just lost all blower speeds except high on our '71 Cutlass Supreme. I
>think all these problems we've been having recently ultimatley points to
>a tired blower motor drawing too many amps. We've checked all
>connections for melted wires and the resistor is good. Any ideas where
>the problem may lie? thanks........j
>
>
The high speed is run from a separate circuit.  Did you try the fuze in the
firewall (inside) fuzebox.

The Wiz

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

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 9 Feb 1997 05:12:57 -0400
Subject: Re: New BF Goodrich tires

At 04:54 PM 2/8/97 -0400, you wrote:
>
>          First of all how do you guys get the original post in your replys
>without typing it all in. I am still new to this computer stuff.
>
>           I am trying to go with the BF Goodrich tires so I can match the
>comp t/a's I have now. The tires I am looking at are 28" 275-15 and will fit
>just like the 275-15 comp t/a's I have on the rear now. I only take the car
>to the track a couple of times a year. I like to go to the Modello event at
>Norwalk for the car show and they have a king of the hill race for the show
>cars. Anybody seen any prices on these tires yet?.
>
>         I am also restoring a 70 442 ht and will be looking into a completre
>interior package for it. Anyone have any experience on which supplier to go
>with?.
>
>               Thanks Steve
>
>
All of the mail handlers are a little different, but somewhere in the
options list there usually is a check off box to include the original post.

The Wiz

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

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 9 Feb 1997 05:46:21 -0400
Subject: Re: C.I.D. math

At 09:42 PM 2/8/97 -0400, you wrote:
>My 455 has been bored out to .060 over.  I am running a new stock crank
>and pistons (+.060) and rods.  I know this increases the cubic inch
>displacement of the motor, but to what size?
>
>
Working with one cylinder, then multiplying by 8

V1 = original displacement @ 4.125 bore: V2 = original displacement at
4.130" bore

V1.1 = modified displacement @ 4.125 bore: V2.1 = modified displacement at
4.130" bore

PI = 3.1415926535897932384626033832 I will use 3.14159 omiting the rest for
close enough

("Setting the Pace" uses a figure of 4.13" as the bore of the 455, I believe
that it is actually 4.125, so I am going to use both figures).

(USING 4.125" BORE)

D1 = 4.125

R1 = D/2 = 4.125/2 = 2.0625

H = 4.25

V1 = PI x R1 x R1 x H

V1 = 3.14159 x 2.0625 x 2.0625 x 4.25 x 8 = 454.38 c.i. (Factory
displacement at 4.125" bore)

(NEW DISPLACMENT W/4.125" BORE)

D1.1 = 4.125 + 0.060 = 4.185

R1.1 = 4.185/2 = 2.0925

V1.1 = 3.14159 x 2.0925 x 2.0925 x 4.25 x 8 = 467.69

V1.1 - V1 = 467.69 - 455.38 = 13.31 c.i. increase

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

(USING 4.13" BORE)

D2 = 4.130

R2 = 4.13/C = 2.065

V2 = 3.14159 x 2.065 x 2.065 x 4.25 x 8 = 455.48 c.i.

D2.1 = 4.190

R2.1 = 2.095

V2.1 = 3.14159 x 2.095 x 2.095 x 4.25 8 = 468.81 c.i.

V2.1 - V2 = 468.81 - 455.48 = 13.33 c.i. increase

The Wiz


(USING 4.13" BORE)

V2 = 3.14159 x R2 x R2 x H

V2 = 3.14159 x 2.0925 x 2.0925 x 4.25 = 455.4795

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

From: "C.R.F." <wizkid@inlink.com>
Date: Sun, 9 Feb 1997 05:52:24 -0400
Subject: Re: C.I.D. math

At 12:31 AM 2/9/97 -0400, you wrote:
>How many Cubic Inches are there in a Litre?
>
>Jonathan
>
>
>e-mail:  jmskms@ix.netcom.com
>www:     www.netcom.com/~jmskms
>
>
>Hey, this IS my fathers Oldsmobile...Ya got a problem with that sis??
>
>
God Miss Ada C. is going to love this, more math...

1l = 1000cc

1 c.i. = 2.54 x 2.54 x 2.54 = 16.39 cc

1000/16.39 = 61.02 c.i.

The Wiz

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

From: h07@earthlink.net
Date: Sun, 9 Feb 1997 06:07:28 -0400
Subject: 1975-80 Starfire Owners Registry

Are there any other 1975-80 Starfires out there?

The H07 Registry was started in 1995 for enthusiast-owners of
1975-1980 Starfires and other GM H07 bodied cars (e.g. Skyhawk
and Monza 2+2).  H07 owners can obtain a registration form by
sending a SASE to:

   The H07 Registry
   PO Box 2653
   Mission Viejo, CA  92690

Mike V.
'79 Starfire GT (http://home.earthlink.net/~h07/reg/os79gt.htm)

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

From: James Thingwold <jht@exo.com>
Date: Sun, 9 Feb 1997 10:38:50 -0400
Subject: Re: Q-Jet

Sent this before but didn't see it come up - sorry if if did & I'm
repeating myself.
In the past week my Vista Cruiser has started showing the following
symptoms I need assistance in troubleshooting.  I've always had Holley
carbs & have zippo experience with Q-jets (other then removing them to
replace them with the Holleys).

It seems to be starving for fuel at intermittent periods but I have
determined it only does it after its been run awhile & warmed up.  The
first time was at 70 mph on the freeway and it just quit for a second &
then went on running normal.  Later in the same trip - I put in fuel &
started it & it died instantly (Its never done that).  Then it started but
was missing & sputtering like it was ready to quit.  It did that for about
3 blocks till I got back on the freeway & it was fine.  Today it did it
after it had been driven a while & would just intermittently cough &
sputter (not like an electrical problem - I've got Taylor wires & a good
distributor & cap).  What internal component of this Q-jet could be
malfunctioning?  It is a Holley reconditioned Q-jet & my buddy at the speed
shop has had no problems with all the ones he has sold.  It's approx. 8
mos. old, as is the fuel pump.  We've checked the filter(s) and they appear
normal & fine.  Lines look good & solid back to the tank.  Suggestions?

Thanks in advance!  Luckily I rarely drive far enough for her to warm up
this much so its not a big problem as yet.

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

From: James Thingwold <jht@exo.com>
Date: Sun, 9 Feb 1997 10:38:44 -0400
Subject: Re: VISTA CRUISER PARTS AVAILABLE

Hey its me again.  I also have a '72 Vista Cruiser.  The only piece this
car really needs swapped out is the aluminum piece that runs across the top
of the tailgate where the window descends.  I also need one of the rear
armrest ashtrays.

Its Lisa too - Jim is the other half who does the computer 'stuff'  If you
need to ID the Vista Cruiser you have, see my page for pics of my '72.

Thanks yet again -

Lisa Madsen

Heavy Metal Forever - '67 Delta 88 & '72 Vista Cruiser

Please E-Mail me at-----:  Lisa@hotglass.com

My Web-Page-----:  http://exo.com/~jht/olds/

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

From: Jeffrey.Easton@add.ssw.abbott.com
Date: Sun, 9 Feb 1997 11:24:43 -0400
Subject: New Archives Available (and Rocket Symbol)

I have updated the Olds Mailing List Archives on
http://www.calcon.net/~easton

The 400 series of Digests are now available.

I also updated the header with a quickie
graphic showing the @ symbol with a rocket
on the tail.  Someone on the list a while
back mentioned that this would make a good icon
to represent list members at the Olds Nationals.

Its obvious I didnt spend to much time on the
tail, but it gets the idea across.  Let me know
what you think of it.

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

1970 442 4-Speed
see the archives at http://www.calcon.net/~easton

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

From: J2RKT@aol.com
Date: Sun, 9 Feb 1997 11:48:33 -0400
Subject: Re: Q-Jet

Sounds like vapor lock to me -- have you checked where your fuel line is
routed?

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

From: katana72@juno.com (Robert F Turner)
Date: Sun, 9 Feb 1997 11:50:29 -0400
Subject: Re: Q-Jet

>It seems to be starving for fuel at intermittent periods but I have
>determined it only does it after its been run awhile & warmed up.  The
>first time was at 70 mph on the freeway and it just quit for a second
>&
>then went on running normal.  Later in the same trip - I put in fuel &
>started it & it died instantly (Its never done that).  Then it started
>but
>was missing & sputtering like it was ready to quit.  It did that for
>about
>3 blocks till I got back on the freeway & it was fine.  Today it did
>it
>after it had been driven a while & would just intermittently cough &
>sputter (not like an electrical problem - I've got Taylor wires & a
>good
>distributor & cap).  What internal component of this Q-jet could be
>malfunctioning?  It is a Holley reconditioned Q-jet & my buddy at the
 I had a problem with my now extinct 79 Cutlass wagon with the destroyed
69 rocket motor. I thought it was the carb on that but finally it  gave
up and I troubleshot the problem. It turned ou to be a wire going from
the coil to the Distributor. The car would cut out at high rpms, bucking
and jerking, similar to a fuel problem. Couldn't find it until it broke.
Once I found it  and repaired the problem, it never came back. It was
from the coil to the points.

Another possibility could be your accelerator pump on the QJet. Too rich
or too lean could cause a problem on acceleration, but not at idle.
Thirdly, have you checked your fuel pump pressure??  It should be around
6-8 psi(?) somewhere in there. Finally, have you checked your choke?? Too
rich and that could cause some problems, too.

Rob Turner
Katana72         It's NOT your Daddy's Oldsmobile !!!!!!!!!!
Hastings, MN

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

End of oldsmobile-digest V1 #508
********************************
