To:	"DDA.RFC-822=oldsmobile-digest@chebucto.ns.ca/P=ABTLAB/A=ABTLAB/C=US" @ 
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Subject:	oldsmobile-digest V1 #559


oldsmobile-digest         Thursday, 13 March 1997      Volume 01 : Number 559

Re: '68 Cutlass Exhaust Question
Re: '66 Olds Dynamic 88 Convertible
Re: BEWARE BUYERS/RECOURSE
Re: Refinishing?? Black Door and Trunk Locks
Re: Rejected and Despondent Car Owner (was: Where Olds is today)
Re: Rejected and Despondent Car Owner (was: Where Olds is today)
Re: RWD (was:Re: Disc brakes)
Was: Turbo Basics.... Part 2 (long, but good)
Was: Turbo Basics.... Part 2 (long, but good)
Re: Turbo Basics.... Part 2 (long, but good)
Re: Rejected and Despondent Car Owner (was: Where Olds is today)
South of the Border work
Re: 10.46 sec. GN.? Hmmm... (was: 200-4R)
Re: Turbos & Heat
Re: Fuel efficiency (Re: Turbos & Heat)
Re: BEWARE POTENTIAL BUYERS
Re: BEWARE POTENTIAL BUYERS
260 vs. 350
Anyone on this list in Houston?
Re: '68 Cutlass Exhaust Question
Re: BEWARE POTENTIAL BUYERS
Re: 260 vs. 350
Re: Dipstick Tube/ Motor mounts/Oiling System:Rich
Re: Refinishing?? Black Door and Trunk Locks
Re: Refinishing?? Black Door and Trunk Locks
Re: Efficiency, Turbos, Heat
Re: 10 sec. 70 cutlass
Re: Parts Interchange Q's
3/12 Oldsmobile In Action Magazines For Sale
Re: '77 Olds 442
Ciera XC production #'s
Sedan Delivery??
Re[2]: 67 parking lights
Re[2]: Rejected and Despondent Car Owner (was: Where Olds is
Re: "68 Cutlass Exhaust Question
Re: '68 Cutlass Exhaust Question
New Parts For Sale
Re: BEWARE POTENTIAL BUYERS
Re: Rejected and Despondent Car Owner (was: Where Olds is
Re: 10 sec. 70 cutlass
Re: '66 Olds Dynamic 88 Convertible
Re: 260 vs. 350
Re: BEWARE POTENTIAL BUYERS
Re: BEWARE POTENTIAL BUYERS
email problem
Re: BEWARE POTENTIAL BUYERS
Re: BEWARE POTENTIAL BUYERS
Rocket Mail!
Re: 260 vs. 350
Re: Ciera XC production #'s
3/13 1988 Pace Car Cap For Sale
Carb Modifications
ADMIN: Re: email problem
catalog
Re: Carb Modifications
Resetting Lock Cylinder Tumblers
Re: 260 vs. 350
Re: Carb Modifications
Re: oil in air cleaner assembly
Re: Oil seals and axle shafts- a saga
High RPM Stress - oil starvation
Re: For Sale Postings
Re: 10 sec. 70 cutlass
Re: Re[2]: 67 parking lights
Re: Refinishing?? Black Door and Trunk Locks

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

From: PHartlieb@aol.com
Date: Wed, 12 Mar 1997 23:48:01 -0400
Subject: Re: '68 Cutlass Exhaust Question

In a message dated 97-03-12 16:18:14 EST, you write:

>If, on an ordinary '68 Cutlass "S" 2-door like mine, you ordered factory
>dual exhausts when the car was new, did you get the 4-4-2 style cutout
>rear bumper?

No.

>Or, was it at least available on the "S" as an option?

No.

>I haven't been able to get a clear answer to this. Anyone know for sure?

I think so.

>I'd love to have a cutout bumper, and especially the trumpet exhausts, but I
>don't want to be accused of trying to be a 4-4-2 when I'm not. If it was
>originally available, though, I wouldn't hesitate.

Be an individual and do it anyway.  Its your car and your money.

Paul

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

From: PHartlieb@aol.com
Date: Wed, 12 Mar 1997 23:48:59 -0400
Subject: Re: '66 Olds Dynamic 88 Convertible

In a message dated 97-03-12 18:44:35 EST, you write:

> First, the 425 was available for Dynamic 88's, but I can't say it was
>  standard.

I believe the 425 was standard in the Dynamics.  Jetstar 88s came with the
330 as standard.

Paul

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

From: PHartlieb@aol.com
Date: Wed, 12 Mar 1997 23:49:13 -0400
Subject: Re: BEWARE BUYERS/RECOURSE

In a message dated 97-03-12 15:20:34 EST, you write:

> You
>  may have to submit something in writing to them to back up your phone
>  call,

When you do this, I suggest you send it certified.  I had a dispute problem
about a year and a half ago.  I did not send my written dispute by certified
mail and the credit card folks claimed they never received it, never acted on
my dispute, and took back my temporary credit.  It took a year to get it all
resolved because of this oversite.

Paul

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

From: FERRERO@uno.cc.geneseo.edu
Date: Thu, 13 Mar 1997 00:53:08 -0400
Subject: Re: Refinishing?? Black Door and Trunk Locks

hi.  you say that the black finish on your locks are "scraping/flakeing"
off??

I would recommend that you take the locks to your local locksmith...

Any "respectable" locksmith will have new "caps" (the black part of the
lock) for your needs, and would only cost around $5 to take care of it for
you.  Briggs and Stratton (like the lawn mower engines) is the company
that produces the locks and the parts to have your restoration done right.
Locksmiths should have this in their "every day stock".

- --jj

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:55:18 -0400
Subject: Re: Rejected and Despondent Car Owner (was: Where Olds is today)

In a message dated 97-03-04 10:34:55 EST, you write:

<< The Aurora is out of my price range and is four doors.  I know it is
 supposed to be the modern Toro, but it doesn't feel that way.  I suppose
 that it is like Ronald Regan said, "I didn't leave the party, it left
 me".  I hope that the party gets a little more life in it.  I do know
 that I owe just as much loyalty to Olds as they do to me.  Where are
 they?

 Bill Culp
 Decatur, Alabama >>

Out to lunch....

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:02 -0400
Subject: Re: Rejected and Despondent Car Owner (was: Where Olds is today)

In a message dated 97-03-04 17:52:57 EST, you write:

<< What I feel is missing in what I have been hearing is that, in spite of
what
 it says in "Setting the Pace", I don't think they realize that it was poor
 quality that killed their sales.  The imports didn't sell because they had 4
 doors.  They sold because they were better cars.  By focusing on marketing
 studies instead maybe it allows them to ignore that fact.  >>

Maybe the only thing they saw when looking at the marketing studies was a
common thread that alot of people are buying 4 door cars....

(dream stage sequence where you pan into an office, with a Dilbertesque
feeling in the air....   suddenly someone in the corner office yells....
  "I've got it!...   I KNOW what we need.....  All these people are buying 4
door cars......." as the marketing people go "Gee... that was fun, I never
thought they'd buy it......  Now lets tell them that the new "in" colors that
people are buying are say.....   hot pink, and neon green..... heheheheh...)

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:16 -0400
Subject: Re: RWD (was:Re: Disc brakes)

In a message dated 97-03-05 10:00:56 EST, you write:

<< Speaking of rear wheel drive, a couple weeks ago in Autoweek, they
mentioned
 that the redesigned Eldorodo may be a rwd car.  They quoted the GM of
Cadillac
 as saying that the packaging style they were looking for dictated rwd.  If
 they go to rwd, it may push back the redesigned car a year or two, to around
 the year 2000.

 So, Cadillac may have a 2 door rwd car soon.  Lets hope it comes with
 a version of the Northstar engine.

 -Jeff >>

Gee....  another car that WOULD be nice, and it just fits nicely into my
price range (read Aurora...)....   <bit of biting sarcasm here>

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:28 -0400
Subject: Was: Turbo Basics.... Part 2 (long, but good)

In a message dated 97-03-06 19:18:09 EST, you write:

<< >A turbo not only increases the efficiency of the engine asa system, but
it is
 >also  much more efficient at compressing air than typical positive
 >displacement blowers.  A Roots type blower, such as GMC, is lucky to
achieve
 >50-percent overall efficiency at full boost.  That measne that it takes a
lot
 >of energy (horsepower) to compress the air a given amount, and it transfers
 >some of this energy to the air in the form of heat, which expands the air.
 A
 >centrifugal blower, like all turbos, can run at 60 to 70-percent efficiency
 >or more.

 COMMENT: It is very difficult for me to grasp the concept that a positive
 displacment pump is less efficient than a centrifugal.  A positive
 displacment pump will displace 100% of its stroke volume, each stroke, and a
 centrifugal will just spin its fool head off, going no where, when its
 output is constricted. >>

I believe they mean that in the overall view of things, the turbo is more
efficient.  Here's my guesses as to why:

1) The supercharger is parasitic from the drive mechanism (belt/pulley, etc.)

2) The turbo does not heat the air as much, which allows for a denser
mixture.  As air heats, it expands, which is not good going INTO the intake
of the motor.  The cooler the mixture, the better.

As for the turbo "spinning it's fool head off", your only restriction would
be what forces are required to spin the blades, and the pressure on the other
side of the rotor (which is "forcing" the mixture into the engine).  The
pressure is then regulated by the wastegate, hence it never builds up enough
pressure to restrict the blades from spinning.  As for cavitation, I'm sure
it's possible to happen, but I'm sure the turbos are designed in such a
manner that it is not a concern in that area.  I would believe it would take
a major increase in speed, or major disruption of air flow to cause
cavitation in a turbo.

Just some thoughts.

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:14 -0400
Subject: Was: Turbo Basics.... Part 2 (long, but good)

In a message dated 97-03-06 19:18:09 EST, you write:

<< >So far we have said nothing but great-nearly phenominal-things about
turbos.
 > So why doesn't every internal combustion engine have one?  Good question.
 > An intermediate answer might be "ignorance".  You undoubtedly have noticed
 >how diesel trucks, piston airplanes, and most industrial engines have fully
 >accepted turbocharging in the last few years.  Additional component cost
and
 >required owner maintenance (keeping engine oil fresh and clean) are two
 >reasons that some auto manufacturers have been reluctant to install turbos
on
 >production cars.  But for automobile engines in general, ignorance (and
hence
 >hesitance) about turbocharging is somewhat justified.  How to apply this
 >simple device to a high revving automobile engine can become complicated in
a
 >hurry.

 I think that 'cost' is the greatest drawback here, something that would fall
 dramatically if 'every' engine were so equipped. >>

Someone else made a good point here in another post.  A larger engine will
produce the same HP for less money, plain and simple.  Not everyone cares for
or likes the effects of a turbo on a car, that would be a big hurdle.  Next,
it isn't just a matter of initial cost here, it would also be secondary costs
(all the extra parts that could go wrong).  Then there is the problem of more
complication involved.  As you add all this stuff, it becomes more "daunting"
for a person to envision themselves doing anything to repair the car (read as
more expense).

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:37 -0400
Subject: Re: Turbo Basics.... Part 2 (long, but good)

In a message dated 97-03-06 19:18:46 EST, you write:

<< > goes out the exhaust.  The turbocan't directly increase your engine's
thermal
 > efficiency (percentage of potential heat energy in the fuel converted to
work
 > at the crank), but it uses the wasted energy to greatly increase
volumetric

 If 'wasted' energy is used, how much does this improve upon the ~27%
 thermodynamic efficiency of normal engines?>>

Nope, as it says...   it DOESN'T increase thermal efficiency (still lose heat
through the exhaust process), but it does increase VOLUMETRIC efficiency.
 This is that on a given engine, at a given RPM, an engine will not draw in
enough air, and fuel to fill the cylinder 100%.  There is a certain loss in
the mechanics (although there are some which are designed, at great expense,
to have better than 100%, like indy cars, etc. which have like (I think it
is) a 105% efficiency meaning they actually have a "ram" effect in filling
the cylinders, which "packs" fuel into the cylinder).  Since the turbo
pressurizes the intake system, which increases the amount of fuel/air mixture
put into the cylinder, it gets better efficiency with it's given volume.

 > What's more, a centrifugal compressor will deliver increasingly more air
 > pressure the faster it's turned.  A positive-displacement type blower
pumps
 > the same amount of air with each revolution of its rotors; its output is
 > directly proportional to its speed.  The output of a centrifugal blower,
 > however, increases exponentially (as the square) of its rotor speed.  Turn
 > the shaft three times faster and you get nine times more air; increase
shaft
 > speed 10 times and output increases a hundredfold.

 This means that for a given RPM, the centrifugal compressor will have a
 greater output (more efficient at a certain RPM).  Wouldn't its power
 consumption at this speed also be correspondingly higher than a
 positive-displacement type blower (i.e. more drag)? >>

It's my understanding that the turbo blades actually increase the speed due
to their design.  It has a "leverage" effect on the intake charge, which
increases it's speed more than shaft speed would indicate (it is not a 1:1
ratio when comparing shaft speed increase, and intake mixture speed
(pressure), it actually "boosts" the speed through design.  Yes, at higher
speeds the turbo will draw more power, but the charge pressure increase will
not correspond to this increase.  Pressure (boost) will increase faster than
the "draw of power" of the turbo.

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:56:57 -0400
Subject: Re: Rejected and Despondent Car Owner (was: Where Olds is today)

In a message dated 97-03-04 09:32:43 EST, you write:

<< > Here here. Couldn't agree with you more. The armbands are a very nice
 > finishing touch.
 >
 > Jim Chermack

 Me three.  As much as it hurts to say it, we might as well accept the fact
 that we all are fans of an effectively *extinct* automobile marque who made
 great cars in their day.

 Just like members of Studebaker Clubs, or Packard, or Pierce-Arrow,
 or Bantam, or...



 Tim (Feeling Rather Blue in the Grey Weather Today :P) Churchill >>

Uggghhh...    <shuddering...>   Does this make anybody feel older?....    I
can see it now...    A few years from now we will be sitting here typing like
old men re-living life... .   " remember when Olds. made real cars...?"

Wait a minute....   we do that now.... nevermind......

Chris Ruper

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

From: James Thingwold <jht@exo.com>
Date: Thu, 13 Mar 1997 00:56:25 -0400
Subject: South of the Border work

I have been attempting to contact Mike Aldana - the chrome guy - to inquire
about the notoriously inexpensive upholstery shops in Tijuana, etc.  Mail
didn't go through at his address so - Mike, if your out there - I'm
wondering if these 'great' deals are still avail. on upholstering.

I'm in So Cal so can travel to have this done.

Sorry, i don't need any chrome work right now.


Lisa Madsen

Heavy Metal Forever - '67 Delta 88 , '72 Vista Cruiser , '72 Vista Cruiser
project

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

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

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:58:19 -0400
Subject: Re: 10.46 sec. GN.? Hmmm... (was: 200-4R)

Sorry it took a bit to reply.  Trying to play catch up on mail.

In a message dated 97-03-05 00:37:05 EST, you write:

<< When I said stock I meant the tranny and such. The engine has lots o mods
 (bigger turbo, larger intercooler, internal engine work, etc.) I know he had
 the block bored out and had the bottom end stiffened.>>

Ok... that makes more sense now.

 <<Well we have someone on the f-body list that *claims* to have a 633 hp
 (dynoed) LT1 (block bored to 383) that has run some 11.21's at 123 with 1.90
 60 foot times on a 4L60E tranny with a Trans-Go shift kit as the only mod to
 it. (the 4L60E is an electronicaly controlled 700R-4 basically) Those times
 sound right???
 - - - - - - - - - - -
 Jason Labay >>

Whew...  that's not too bad.  Those times seem kinda slow for that much
HP....  Hmmm....  I thought some of the bigger boys in the "street car
shootouts", etc. were getting better times than that, with similar HP
numbers....

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 00:59:04 -0400
Subject: Re: Turbos & Heat

In a message dated 97-03-05 13:48:29 EST, you write:

<< >With current=20
 >technology, the efficiency of the IC engine has reached a limit,=20
=20
 I'm sorry here, I don't agree with this at all.  Consider what one gets =
with
 a improved LT1 today, compared to the Ch*vy 350 of 20 or 25 years ago.  =
Give
 them another 25 years, and I think we will be amazed at what they have
 acomplished.  Necessity is the mother of invention, and raising the pric=
e of
 fuel from 6-7=A2 (wholesale) in 1973 to 75-80=A2 per gallon today NECESS=
ITATED
 engine efficency improvments.  I suspect that they are but on the cusp o=
f
 what is yet to come.>>
=20
Motorcycles are about to have something good happen.  There will be some =
two
strokes back on the market as street bikes.  First time in quite a few ye=
ars
that there have been any marketed in the States for street use.  The make=
r is
Bimota of Italy, and it is sort of a fuel injected/oil injected thing whe=
re
they control quite a few things on it.  It is supposed to be able to pass
even California laws, and I believe this is w/out a catalytic converter o=
n
it.  This means more power, lighter motorcycle.  I wouldn't be suprised t=
o
find out that many automakers re-consider this idea.  I remember a few ye=
ars
back, some talk that auto makers were considering the idea, but dropped i=
t
for emissions sake.  The technology Bimota is using is new, and should sp=
read
around soon.

 >automakers have resorted to reducing weight to meet their goals.  I'd=20
 ......With this I agree totally, but obviously weight reduction was but =
one
of
 many aspects designed into improved fuel economy.>>
=20
See previous comment about more power/less weight.  It would only help th=
e
cause.

 >
 Also my Roadmaster is back on the street.  I have not yet addressed the
 computer chip, but the rest is a resounding success.  My exhaust expert
 thought that stainless is a bit of overkill at this point, but suggested
 that when the factory exhaust needs replacing, do it then.  I believe I'=
m
 getting well over 300 hp with the changes too.  My brother wants to take=
 it
 up to Cummins and run it on their dyno.  Just might do that. And thanks =
for
 your help on this rebuild, you made it a lot easier for me.
=20
 The Wiz >>

Cummins...?   One of their factories?  Where abouts?  Kinda curious.

Chris Ruper

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 01:00:12 -0400
Subject: Re: Fuel efficiency (Re: Turbos & Heat)

In a message dated 97-03-06 18:24:15 EST, you write:

<< You've got to remember that a car of a given weight and wind resistance is
 going to require a set amount of hp to maintain that speed. Since gasoline
 has the same potential energy, whether it is being fed into a 350 or a 455,
 the difference comes into play as to how efficient then engine in question
 is at converting an amount of gasoline to that specific amount of hp
 required to keep the car at that speed.

 The difference between the 350 and the 455 will be the amount of
 throttle-opening at which they produce that same amount of hp under the same
 load, and their efficiency at that throttle opening. HP curves are usually
 measured under wide-open throttle, but there are also hp curves for
 half-throttle, quarter-throttle, etc., but of course these hp curves at
 lower throttle openings are not exactly linear (i.e. max torque and hp will
 not be at the same rpm as they are at WOT). What you want is design an
 engine that produces its max hp at the rpm the car will be cruising at, with
 the least amount of throttle opening. >>

ummmm...  actually I believe that the speed of the car is related to RPM, and
gear ratios only, not horsepower of the car.  Figuring a car's speed, is
nothing more than determining gear ratios, tire sizes, etc., and then
determining what RPM the engine must turn to gain this speed (this is in
simple terms).

HP is required to get the car MOVING to that speed.

Otherwise, you are correct in that the car with the best fuel efficiency at
cruising speed (matched with gearing, of course), will get better gas
mileage.

Chris Ruper

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

From: theogns <theogns@avana.net>
Date: Thu, 13 Mar 1997 00:01:15 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

>
> Year One has these, black $349 pair, red $439 pair.  They also sell
> individually if you only need 1.
>
> Kurt
> 71 442

One thing that Mike B. pointed out on our last trip down to Year One is
that they announce up front if a part is not correct. Like the OAI
assembly for '70-72 they say up front that they differ from the
originals and how they differ in most cases.

Danny

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

From: Frank Gonzalez <PLPAUDIO@WORLDNET.ATT.NET>
Date: Thu, 13 Mar 1997 01:01:14 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Nick DiGiovanni wrote:
>
> At 11:54 AM 3/12/97 -0400, Kurt wrote:
> >mefco@sprynet.com wrote:
> >>
> >> Hi Chris,
> >> No, I use Fusick's for everything they have. They don't carry the fender
> wells,
> >> so I called this place. I have since called Ron Memmer and told him to
> send me
> >> good used wells. I will paint them.
> >>
> >> Art
> >
> >Year One has these, black $349 pair, red $439 pair.  They also sell
> >individually if you only need 1.
>

This may be a dumb question but considering it costs the same to dye
plastic black or red or any color why are the red fenderwells $90 more
than black.
(the base for most vinyl\plastic\resins have no color it most be added)
Frank
70 442
71 442 W30 convt
72 Cutlass S
90 LSC

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

From: FERRERO@uno.cc.geneseo.edu
Date: Thu, 13 Mar 1997 01:19:48 -0400
Subject: 260 vs. 350

tell me....

a 307 is like a 350 EXTERNALLY (correct me please if i am wrong)
so how about a 260 V-8 engine caompared to a 350?  what is different
externally?

if the TH-350 tranny will bolt on to either engine, what else will also?


Thanks in advance.


- --jj

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

From: David1756@aol.com
Date: Thu, 13 Mar 1997 01:45:14 -0400
Subject: Anyone on this list in Houston?

I have found a 75 88 convertible for sale in Houston which sounds pretty
nice.  130,000 miles, one owner car.  Top does not work, body has some
problems but not rusty.  Anyone in that area who could check the car for me?
 The asking price is a soft $3000, so condition will determine all, but need
someone "on the ground" to discuss further.  My plan would be to fly to
Houston and drive the car back to Chicago in a weekend, so need to be sure it
can make the trip. Appreciate any help - reply privately and I will get you
the name and phone number of the folks down there.

Thanks in advance,
David Wilk

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 01:47:05 -0400
Subject: Re: '68 Cutlass Exhaust Question

Dan,
The one I currently have is from Texas. I put my New Mexico one on a 57 Chevy.

Art

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 01:50:34 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Frank,
In addition to your comment about the price difference between black and red
repro fender wells, my friend got red and the color is not even close to
original red.

Art Fuller

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

From: Frank Gonzalez <PLPAUDIO@WORLDNET.ATT.NET>
Date: Thu, 13 Mar 1997 01:48:25 -0400
Subject: Re: 260 vs. 350

FERRERO@uno.cc.geneseo.edu wrote:
>
> tell me....
>
> a 307 is like a 350 EXTERNALLY (correct me please if i am wrong)
> so how about a 260 V-8 engine caompared to a 350?  what is different
> externally?
>
> if the TH-350 tranny will bolt on to either engine, what else will also?
>
> Thanks in advance.
>
> --jj
Th Olds 260-403 smalblock are all same externally
Frank

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

From: J2RKT@aol.com
Date: Thu, 13 Mar 1997 02:15:19 -0400
Subject: Re: Dipstick Tube/ Motor mounts/Oiling System:Rich

  I was running Pro Trac L60x15's and they are 29" tall.
FYI --- the 330 was only a stock 2barrel 330 and my best was 15.77 @ 88 mph,
unfortunatly i killed the engine before i got to tune it.

                             J2RKT@aol.com

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

From: "Scott Shannon" <scottnlisa@thurston.com>
Date: Thu, 13 Mar 1997 02:55:28 -0400
Subject: Re: Refinishing?? Black Door and Trunk Locks

Go to your local locksmith.  He should have the face plates for your GM
locks, in both silver and black.  I know I had the silver replaced with
black when I had my locks re-keyed on my '67 Che*y.

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

From: "Scott Shannon" <scottnlisa@thurston.com>
Date: Thu, 13 Mar 1997 03:10:08 -0400
Subject: Re: Refinishing?? Black Door and Trunk Locks

Cecil-

Go to your nearest (good) locksmith and get new face plates for your locks.
 They should have them in silver or black, and they are cheap.  I had the
stainless replaced with the black finish when I had the locks re-keyed on
my '67 Che*y.

Scott Shannon
'70 Cutlass S
'86 Ciera GT (for sale cheap)
'67 Camaro Ragtop
'74 FJ40 .....

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

From: Kevin Wong <brougham@geocities.com>
Date: Wed, 12 Mar 1997 23:19:18 -0400
Subject: Re: Efficiency, Turbos, Heat

> >  but there are also hp curves for half-throttle, quarter-throttle, etc.

> actually I believe that the speed of the car is related to RPM, and
> gear ratios only, not horsepower of the car.

I thought Bob presented an excellent overview of the often overlooked
relationship of throttle position with respect to peak torque.  I don't
think he was trying to say that if an engine produces more horsepower at a
particular throttle opening and RPM, that the car it is propelling will be
moving any faster.  The situation was put forth to indicate that perhaps
less throttle would be needed to produce enough power to
keep the car cruising at a constant speed.  Of course, gearing will
influence how well the minimum throttle (for the required speed) output
of the engine is matched (minimizing excess HP) to the required power to
keep the vehicle in motion.

> HP is required to get the car MOVING to that speed.

And HP is required to maintain the car at that speed.

> 1) The supercharger is parasitic from the drive mechanism (belt/pulley,
etc.) > 2) The turbo does not heat the air as much, which allows for a denser
mixture.

It is easy to picture the situation in (1) where there is a drive belt,
but I feel that the input to the turbocharger is also linked to the
crankshaft: ignition -> rapidly expanding gases -> crankshaft rotates ->
exhaust gases forced out -> backpressure -> turbo spins.  In (2), I would
think that the path of incoming air would be exposed to a higher amount
of heat in the case of a turbocharged engine?

> >> The turbocan't directly increase your engine's thermal efficiency
> >> (percentage of potential heat energy in the fuel converted to work at
> >> the crank), but it uses the wasted energy to greatly increase volumetric

> it DOESN'T increase thermal efficiency (still lose heat through the
> exhaust process), but it does increase VOLUMETRIC efficiency.

To me, their remark is contradictory.  The article states that the thermal
efficiency doesn't change, but that wasted energy is used.  I find their
crankshaft work argument is concerned with only half of the
story.  If wasted (not used to drive the crankshaft) heat is indeed used
to facilitate the introduction of air into the engine, then this will reduce
pumping losses which will affect an engine's thermal efficiency!  My
contention is that if 'wasted' energy is used at any level, it should
have an impact on the total thermodynamic picture in some way.  If wasted
heat is not harnessed, hence throwing their free-lunch reasoning out the
window, then isn't exhaust backpressure the 'drive belt' for the turbocharger?

> an engine will not draw in enough air, and fuel to fill the cylinder 100%.

Agreed.  I've read that normally aspirated engines usually have ~80%
volumetric efficiency, and that this occurs at the RPM at which the
most torque, at WOT, is produced.

Kevin Wong

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

From: katana72@juno.com (Robert F Turner)
Date: Thu, 13 Mar 1997 09:06:43 -0400
Subject: Re: 10 sec. 70 cutlass

On Tue, 11 Mar 1997 21:12:17 -0400 J2RKT@aol.com writes:
>   I think the best person to consult regarding getting your Olds into
>the
>10's would
>be Joe Mondello  (805) 237-8808 --- Fax (805) 237-8814
>
>
I beg to differ. Contact Ray Hauser, 804-498-8316. I personally saw him
take a 70 C/S and bring it into 7.99. dual quads, good cam, good exhaust,
good 455 motor, etc.
I think he's got Mondello beat in almost any aspect.

Katana72

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

From: katana72@juno.com (Robert F Turner)
Date: Thu, 13 Mar 1997 09:06:43 -0400
Subject: Re: Parts Interchange Q's

On Wed, 12 Mar 1997 14:49:26 -0400 "blaines" <blaines@strata3d.com>
writes:
>I have a few questions for you guys 'n' gals:
>
>1) Will a clock out of a '69 Cutlass S fit in my '72 Cutlass Supreme?
>I have access to a few '68-'69's that are about to be sent to the
>crusher,
>and I want to know which parts I can use for my '72...
>
>Thanks!
>
>-Blaine
>'72 Cutlass Supreme
>
Blaine; from what I know, which isn't a whole lot, the guages and stuff
from the 69 will fit, but the outside retaining ring needs to be changed.


Katana72

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

From: "Thomas Stoner" <tgstoner@mailgw2.pmr.med.umich.edu>
Date: Thu, 13 Mar 1997 09:20:00 -0400
Subject: 3/12 Oldsmobile In Action Magazines For Sale

I have the following Oldsmobile related items which I would like to
sell:

Oldsmobile In Action, volumes 1 & 3 magazines.  Published in 1984 and
1987 by Petersen Publishing.  56 and 98 pages, including 6 & 10 pages
of color photographs.  Mint originals.  $35.00, including Priority
Mail delivery to addresses in the United States. (3/12/97)

Please notify me directly at tgstoner@umich.edu if you would like to
purchase these items or if you would like additional information
about them.  Thank you.

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

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

From: Gerald Hughes <ghughes@cadvansys.com>
Date: Thu, 13 Mar 1997 09:31:33 -0400
Subject: Re: '77 Olds 442

John Schumacher wrote:
>
>I think production numbers on 77's were real low, around 350 total.
>Several months back there was an article on the 77 442 in the JWO
>newsletter.

My '77 442 is in mint condition with only around 40,000 miles on it.  If
there were only 350 made and I got mine for around $7000 did I get a
really
good deal?



Everyone,
	In looking at the FAQ the production numbers on the 1977 442 are 11,649
Cutlass S Coupes.
- --
						Gerald Hughes
						
						79 Hurst/Olds
						79 Bradley GT
						84 Bronco XLT

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

From: FBS3@oas.psu.edu (SZYMKOWSKI.FRANK)
Date: Thu, 13 Mar 1997 09:46:00 -0400
Subject: Ciera XC production #'s

Wow! If Cecil is right, I am tickled. 955 XC's made? That made my day. I figur
edthey were rare, but not *that* rare<grin>
THanks for the info Cecil!

Dave- I am scratching my head about your statement about 'being happier owning
the Olds I drive'. I do own it, paid cash for it. Is that what you ment?




FRank... 90 Cutlass Ciera XC Special Edition..one of 955..
         65 El Camino.......

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

From: david wyatt <Wyatt_David_L@Lilly.COM>
Date: Thu, 13 Mar 1997 10:01:13 -0400
Subject: Sedan Delivery??

A couple of summers ago I came across a sedan delivery that had a early
50s (51 or 52) olds dog house on it.  At first I thought it was a ch*vy
with the Olds dog house, but the dash was not ch*vy and it had a one
piece windsheild instead of the two piece.  The script with the name was
missing from the dash.  Not being familiar with that vintage of Olds
(hanging head in shame) I didn't know if was a genuine Olds or not.
Unfortunately it was severely rusted and was setting on a late model
chassis.  The diamond velour interior was pretty nasty also.  The car
may still be around, the place where it was setting has a bunch of old
cars and trucks in a building and it may be inside.  Did Olds make a
sedan delivery in the early 50s?  If so, how rare is it?


Dave Wyatt
70 4-4-2

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

From: JPADA@hqgate.orbital.com
Date: Thu, 13 Mar 1997 03:04:58 -0400
Subject: Re[2]: 67 parking lights

Not only that, but they'll use more electicity, which means the engine will
have to work harder to turn the alternator to keep the battery charged, which
will result in reduced fuel economy and increased emissions!

(I read that once about Daytime Running Lights and don't believe a word of
it)

     As the self-proclaimed anti-DRL crusader on the list (not to start
     _that_ thread again), even I have to admit that while it is certainly
     true that the additional electricity has to come from _somewhere_, the
     additional gas you burn and resultant wear on the engine must be
     pretty close to negligible.  Of course, having said that, one
     remembers the old drag racing trick of putting a shut-off switch on
     the alternator circuit to reduce that much more drag on the engine
     during a run.  Anyone ever do this and measure back-to-back passes?

     Joe (hey, buddy...your lights are on) Padavano
     jpada@hqgate.orbital.com

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

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

From: JPADA@hqgate.orbital.com
Date: Thu, 13 Mar 1997 02:56:59 -0400
Subject: Re[2]: Rejected and Despondent Car Owner (was: Where Olds is

Chris Ruper pondered...

Maybe the only thing they saw when looking at the marketing studies was a
common thread that alot of people are buying 4 door cars....

     I hate to say it, but the trend to 4-door vehicles (cars, mini-vans,
     pick-ups,...) has been driven by us 1.95 children-per-family (or is
     that 2.3...I can never remember) baby boomers.  It is interesting to
     note that until the mid-80s (I unfortunately can't recall the exact
     year), 2-doors had outsold 4-doors every year since the mid-50s.

     This isn't exactly rocket science:
     Baby boom => sales of 4-door cars increase.
     Echo of baby boom => sales of 4-door cars increase.

     Crotchety old guys and gals in love with RWD 2-doors notwithstanding
     (note to Mike "I get more than my fair share of 'E's" Frederick:  I
     include first-generation Toro owners in this pool too ;) ), the
     majority of the car-buying public wants 4-door cars for ease of entry
     for children/in-laws/carpool members.  The automakers want to sell FWD
     for packaging efficiency, low initial production costs, and improved
     CAFE.  Note I said lower _initial_ production costs, as I assert that
     over the life of the car, a FWD will be more costly to maintain due to
     the difficulty in servicing.

(dream stage sequence where you pan into an office, with a Dilbertesque
feeling in the air....<snip>...Now lets tell them that the new "in" colors
that people are buying are say.....   hot pink, and neon green.....
heheheheh...)

     Don't lose sight of the fact that flourescent green was the number one
     selling color in 1970, apparently due to all those Challengers and
     Road Runners.  BTW, I still maintain that the E-body Cuda/Challenger
     is the only car that looks good in purple.

     Joe (I'm baaaaaaack) Padavano
     jpada@hqgate.orbital.com

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

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

From: BigEJ@aol.com
Date: Thu, 13 Mar 1997 10:43:40 -0400
Subject: Re: "68 Cutlass Exhaust Question

Hi Greg:

Sorry for not contributing more to the list, but I went to the digest to try
to deal with the volume of the list.  Now everytime I can add to the list,
 10 guys have answered (usually with more detail than I could come up with)
before I can reply!

You all do a really great job!

I worked for an Olds store during the 60's and while it's true that if you
made enough noise ,(money talks) Olds or the dealer would build anything.  We
even built a 1970 W-30, Rally 350 convertable for one very good customer.
   However normally the only way to get cutout bumpers or "trumpet" pipes was
to buy a 442.  Duals on A bodies all had turn down tailpipes and standard
bumpers otherwise.

Keep up the great work!!

Big Engine Ernie

1950  88
1967 442

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 13 Mar 1997 10:46:49 -0400
Subject: Re: '68 Cutlass Exhaust Question

Dan Williams wrote:

> P.S. I bet Art has a New Mexico 68 442 Bumper for sale :)

If Art does I may be interested since mine is bent.

Chris Sparks
68 442

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

From: "JOHN L. BERENYI" <berenyi@texas.dseg.ti.com>
Date: Thu, 13 Mar 1997 10:52:52 -0400
Subject: New Parts For Sale

Brand new original GM in the box chrome trim bezels for 68-72 SSII
wheels.  Normally $11 each. Sell for $5 each.  Have 15 of them.  Would
like to sell the lot.


Chrome SSI Acorn style lug nuts.  Complete set of 20...brand new.  $15
for the set.


John Berenyi  (berenyi@texas.dseg.ti.com)

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 13 Mar 1997 11:00:03 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

theogns wrote:
>
> >
> > Year One has these, black $349 pair, red $439 pair.  They also sell
> > individually if you only need 1.
> >
> > Kurt
> > 71 442
>
> One thing that Mike B. pointed out on our last trip down to Year One is
> that they announce up front if a part is not correct. Like the OAI
> assembly for '70-72 they say up front that they differ from the
> originals and how they differ in most cases.

This is what really amazes that a company would sell a part and making
it different from the original.  What good is replacing an old worn
out part with a non-original replacement!  What are they thinking about?

Chris Sparks
68 442

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 13 Mar 1997 11:05:40 -0400
Subject: Re: Rejected and Despondent Car Owner (was: Where Olds is

JPADA@hqgate.orbital.com wrote:

>      Joe (I'm baaaaaaack) Padavano

It is good to have ya back.

Chris Sparks
68 442

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

From: "Chris Sparks (Mr. Ada)" <sparks@aisf.com>
Date: Thu, 13 Mar 1997 11:07:29 -0400
Subject: Re: 10 sec. 70 cutlass

Robert F Turner wrote:

> I beg to differ. Contact Ray Hauser, 804-498-8316. I personally saw him
> take a 70 C/S and bring it into 7.99. dual quads, good cam, good exhaust,
> good 455 motor, etc.
> I think he's got Mondello beat in almost any aspect.

7.99 sec quarter mile?!?!?!?  Wooooooooooooooow!

Chris Sparks
68 442

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

From: bryceman@442.com
Date: Thu, 13 Mar 1997 12:01:42 -0400
Subject: Re: '66 Olds Dynamic 88 Convertible

>First, the 425 was available for Dynamic 88's, but I can't say it was
>standard.

It was standard. The only engine available as a matter of fact. Only the
Jetstar could be ordered with the 330.

>figures. My 1965 model does have a 425 engine, which suprised me for three
>reasons. First, it apparently has no other options, with the possible
>exception of power steering, if that was an option. Second, the carburetor
>(not known if original) is a 2 bbl Rochester (type 2GC,

The 2 engine options I am aware of for the Delta, Dynamic and 98 were a Low
compression 425 "Super Rocket"  and a High compression 425 "Ultra High
Compression Super Rocket". All of the low compression 425s I have seen had
2 bbl carbs. The Starfire 425 and Toronado 425 were different from the
normal Super Rocket 425s for '65-'67 as well. (Larger valves, healthier
cams & pistons)

>The second point I wish to make is price. I spent $1400 on my 1965 car which
>was in condition 4 or worse; 74K miles with rust only on the very bottom of
>the panels (and all over the rear bumper!) I am satisfied that I got my
>money's worth. The 1966 Convertible model for $3600? For this amount I would

Price is a hard to call. *Any* old convertible is going to be worth alot
more (to me anyway) than its coupe or sedan counterpart. 2 door 88s are
much more scarce than 4 door 88s. I think I paid about $1100 for my 4 door
'66 Dynamic 88 some years back.
FWIW I looked at a '66 98 for sale here in Topeka yesterday. It is 4 door,
metallic green with a white hardtop. Dark green interior, power seats,
windows, tilt/travel column, cruise control. The car is totally spotless
with the exception of a few small parking lot chips on the doors. An old
man is selling, he garaged it in the winter since buying it new in'66. ***
It has 44,000 original miles ***. Price is $2500

           Life, Liberty and the Pursuit of Oldsmobiles
'66 Dynamic 88 B07 Apprehender  '65 442   '72 Cutlass Convertible
            Email: bryceman@442.com  URL: www.442.com

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

From: Robert Barry <rbarry@sequent1.providence.edu>
Date: Thu, 13 Mar 1997 11:35:42 -0400
Subject: Re: 260 vs. 350

At 12:19 AM 3/13/97 -0500, you wrote:
>tell me....
>
>a 307 is like a 350 EXTERNALLY (correct me please if i am wrong)
>so how about a 260 V-8 engine caompared to a 350?  what is different
>externally?

All small-blocks are externally identical. So to answer your question, yes,
you can bolt that 350 in place of your 260, and no, the inspector wouldn't
be able to tell unless they actually checked the stampings or casting #'s.

>if the TH-350 tranny will bolt on to either engine, what else will also?

Any transmission or bellhousing with a B-O-P bolt pattern; that gives the
choice of the TH400, TH375, TH375B, TH200-4R, TH250, TH200 and, of course,
the old Jetaway.

The TH350 is probably the best bet for that engine, however.
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 11:49:21 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Dan,
Not only did I mention this page to Joe the owner, but I told him I would send
 my Email, along with all these responses, to every OCA Chapter in the
country and ask them to read it aloud at the next meeting. In addition, I
will post a similar email on the other car makes connections for which they
sell parts.

Art Fuller

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 11:54:56 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Robert,
Here is the name, address, and phone # of "THE PARTS PLACE".

Joe is the owner
950 Paramount Pkwy.
Batavia, Ill.
60510

(708)879-1600

I appreciate your concern. Occasionally I run into a vendor like this, and I
do everything I can to stop this type behavior.

Art Fuller

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

From: larry polesnak <bullets@sgi.net>
Date: Thu, 13 Mar 1997 15:04:50 -0400
Subject: email problem

HI,I HOPE I AM SENDING THIS TO THE RIGHT PLACE.THE PASSED WEEK OR LONGER
I HAVE BEEN HAVING A PROBLEM WITH THE EMAIL I AM RECEIVING BLANK
MESSAGES
FROM OLDSMOBILE AND MULTIBLE MESSAGE OF THE SAME MESSAGES.CAN YOU LOOK
INTO THIS PROBLEM AND SEE IF ANYONE ELSE HAS THIS PROBLEM THANKS
                    LARRY POLESNAK   1962 STARFIRE

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 12:01:18 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Jason,
I certainly appreciate your concern over my problem, and obviously, other
people's problems with the same vendor. I would be careful of starting a list
of bad vendors. Possible legal ramifications. However, there is nothing wrong
with sharing your experience, as long as you report your experience as it
happened. I certainly feel like using verbal descriptions of how I feel about
this company, and its employees, but I know that's not the way to handle it.

Art Fuller

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

From: mefco@sprynet.com
Date: Thu, 13 Mar 1997 12:05:02 -0400
Subject: Re: BEWARE POTENTIAL BUYERS

Thanks David! I will also discuss this incident at the next chapter meeting.
In addition, I am sending the same info to all other chapters, and ask them
to read it aloud to the membership. Then, I will do the same for Chevy, and
Pontiac clubs.

Art Fuller

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

From: Kurt Heinrich <old442@erols.com>
Date: Thu, 13 Mar 1997 11:31:04 -0400
Subject: Rocket Mail!

I just found "Rocket Mail".  It's another one of those free e-mail
things, havent checked it out, but think it would be cool to have a mail
address like "rocket455@rocketmail.com".  You can check it out at:
http://www.rocketmail.com/

Kurt
71 442

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

From: "Tom Lentz" <tlentz@teknon.com>
Date: Thu, 13 Mar 1997 04:22:21 -0400
Subject: Re: 260 vs. 350

     Yes, they're all the same externally.  From 10 feet away, you can't
     tell a 260 from a 307 from a 350 from a 403, other than obvious stuff
     like the 2bbl carb on the 260.  You have to get close enough to read
     the casting numbers to tell, unless the heads are off and you can
     measure the bore.

     Tom Lentz
     tlentz@teknon.com

______________________________ Reply Separator
_________________________________ Subject: 260 vs. 350 Author:
oldsmobile@chebucto.ns.ca at INTERNET Date:    3/12/97 9:36 PM


tell me....

a 307 is like a 350 EXTERNALLY (correct me please if i am wrong)
so how about a 260 V-8 engine caompared to a 350?  what is different
externally?

if the TH-350 tranny will bolt on to either engine, what else will also?


Thanks in advance.


- --jj


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

From: david wyatt <Wyatt_David_L@Lilly.COM>
Date: Thu, 13 Mar 1997 12:21:33 -0400
Subject: Re: Ciera XC production #'s

Frank,
What I was getting at is, owning an Olds is happiness and driving it is
even more happiness.  The only thing better than owning is driving it as
well.  Does that make more sense??

Enjoy!!
Dave (typographically challenged) Wyatt
70  4-4-2

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

From: "Thomas Stoner" <tgstoner@mailgw2.pmr.med.umich.edu>
Date: Thu, 13 Mar 1997 12:33:34 -0400
Subject: 3/13 1988 Pace Car Cap For Sale

I have the following Oldsmobile related item which I would like to
sell:

1988 Oldsmobile Pace Car cap.  Black solid back with "Oldsmobile
Cutlass Supreme" embroidered in red, "1988 Indy Pace Car" embroidered
in gray, and crossed checkered flags embroidered in black and white.
Like new condition.  $15.00, including shipping to addresses in the
United States. (3/13/97)

Please notify me directly at tgstoner@umich.edu if you would like to
purchase this item or if you would like additional information about
it.  Thank you.

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

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

From: "Ira H Siegelman" <IRA_H_SIEGELMAN@vnyao.dcmdw.dla.mil>
Date: Thu, 13 Mar 1997 11:11:14 -0400
Subject: Carb Modifications

     Can one of you Olds gurus please explain what benefits could be gained
     by rejetting a stock Q-jet. Also, why would a person want to change
     the metering rods and, with the vast selection available, know which
     ones to choose? Does the choice depend on cam specs?

     Thanks in advance

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Thu, 13 Mar 1997 12:59:20 -0400
Subject: ADMIN: Re: email problem

On Thu, 13 Mar 1997, larry polesnak wrote:
> HI,I HOPE I AM SENDING THIS TO THE RIGHT PLACE.THE PASSED WEEK OR LONGER
> I HAVE BEEN HAVING A PROBLEM WITH THE EMAIL I AM RECEIVING BLANK
> MESSAGES
> FROM OLDSMOBILE AND MULTIBLE MESSAGE OF THE SAME MESSAGES.CAN YOU LOOK
> INTO THIS PROBLEM AND SEE IF ANYONE ELSE HAS THIS PROBLEM THANKS
>                     LARRY POLESNAK   1962 STARFIRE

Larry,

I have had no reports of this type of problem from anyone else. I checked
and you are still a member of the regular list. It may be a problem at
your end.

If others are experiencing this also though, please drop me a line.

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

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

From: "Mark Cornea (R)" <mcornea@ford.com>
Date: Thu, 13 Mar 1997 13:04:09 -0400
Subject: catalog

	Olds people -
			For those of you that have ordered my new 20th
Anniversary Decal catalog per the Hemmings and JWO ad, there is a 2 week delay
in receiving them, sorry for the inconvenience. I will post another note when
they arrive. Thanks.

                                                       ___  ___
                                              /     /    / /  /
                                             / __  /  --/ /  /
       Mark Cornea (Dr Decal) `70 442 stick /_/ /_/ ___/ /__/ Red

             (MCORNEA@pt8244.pto.ford.com)

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

From: J2RKT@aol.com
Date: Thu, 13 Mar 1997 16:07:49 -0400
Subject: Re: Carb Modifications

    Sometimes the factory carbureter settings from the factory especially
from the
middle to late seventies were set so lean on cars that the car would surge
and hesitate when a person would drive down the highway.  So if you were to
do any modifications to your engine such as installing a good flowing exhaust
system or try advancing the timing or even installing an aftermarket intake
manifold the engine settings would be way too lean to utilize any of the new
equipment, and actually your
performance could suffer.
      Just for a simple example --- i bought a 1974 Ford Pinto with a 2.3
litre 4 cylinder engine and an automatic transmission.  When i ran my first
couple of gas mileage tests on the car i was getting 13.74 miles per gallon
and my best E.T in the quarter mile was a 21.64@ 65 miles per hour.  I put a
2-1/2 inch exhaust system on it with a Flowmaster muffler (no headder at the
time), rejetted the carbureter, converted the carbureter EGR adapter to an
open plenum, and recurved the distributor so that my timing was 16 degrees
initial and 36 degrees total timing and with vacuum total timing is 45
degrees.
  I almost forgot to tell you that when i first got the car it would barely
pass 1974 smog test levels.
  Anyway after all of those simple modifications i was getting 23.45 miles
per gallon, and my quarter mile ET dropped to a best of 18.77 @ 74.78 mph and
the car easily passes 1985 smog test levels.

   Hope that answers some of your questions,

                                    J2RKT@aol.com

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

From: MPHeiser@aol.com
Date: Thu, 13 Mar 1997 16:36:58 -0400
Subject: Resetting Lock Cylinder Tumblers

If anyone knows how to reset the lock tumblers for a 71 Cutlass console lock,
please let me know...or even if you can.  I know you can do the door locks,
but I'm unsure of this one.  Thanks!

Mark Heiser
71 Cutlass S

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

From: CRuper1@aol.com
Date: Thu, 13 Mar 1997 14:01:56 -0400
Subject: Re: 260 vs. 350

In a message dated 97-03-13 00:27:37 EST, you write:

<< tell me....

 a 307 is like a 350 EXTERNALLY (correct me please if i am wrong)
 so how about a 260 V-8 engine caompared to a 350?  what is different
 externally?

 if the TH-350 tranny will bolt on to either engine, what else will also?


 Thanks in advance. >>

Figuring it's an Olds 350 (is there any other type? <grin>), it is identical
also.  I have everything taken care of on mine, had a 260 in my '81 Cutlass,
and a '77 350 now resides in it temporarily until I get done with my "hot"
motor, which is a 350 also, just a few "extra" things on it.  I have the same
turbo 350 trans that was in the car when I bought it (the turbo 350 wasn't
original, I'm betting it was a Metric 200 previously).  All of the parts
should work fine (power steering, etc.).

Chris Ruper

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

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Thu, 13 Mar 1997 14:16:11 -0400
Subject: Re: Carb Modifications

Check the Toro FAQ page under carbs. This would be a place to start. You could
 also pick up the HP book on Quadra-jets, around $15-$19.

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
- ------------

     Can one of you Olds gurus please explain what benefits could be gained
     by rejetting a stock Q-jet. Also, why would a person want to change
     the metering rods and, with the vast selection available, know which
     ones to choose? Does the choice depend on cam specs?

     Thanks in advance

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

From: Junior627@aol.com
Date: Thu, 13 Mar 1997 14:33:26 -0400
Subject: Re: oil in air cleaner assembly

In a message dated 97-03-12 15:24:09 EST, you write:

<< Depends on wherer you're at, I suppose.  Around here you can still get
 broken ones for free :) >>
where is this???

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From: "Andrew C. Green" <acg@dlogics.com>
Date: Thu, 13 Mar 1997 14:23:50 -0400
Subject: Re: Oil seals and axle shafts- a saga

>Although somebody (either
>*Bob* Barry or the Wiz) mentioned that it was a 'good' thing to replace both
>oil seals and perhaps the bearings as well, I don't remember anyone
>mentioning it explicitly. Perhaps those of you who commented on this thread
>meant to say that but thought it too obvious to mention (I prefer to think
>so).

Seeing as I am spending _your_ money here,  :-)  I would do the bearings
and seals at the same time. The cost of the parts is kind of insignificant
compared to the hassle and expense if something goes south on you soon
after the seal job. I had a bad... um, forget whether it was the seal or
the bearing... on my '76 Supreme, and decided to have them toss all new
bearings in at once. The difference in sound level was surprising after;
I had no idea how much rear axle noise I'd become accustomed to, and the
silence was deafening.

>1. When I replaced the axleshaft I tightened the nuts pretty good. Is
>there a torque specification for this? (Chassis manual not arrived yet)

There is a specification for everything. It'll be in there.

>3. If a 7-11 is open 24hrs, why is there a lock on the door?
>              Sorry about that, couldn't help myself, already know answer.

So they can close temporarily while the cops investigate the scene of
the crime.  :-}  (Actually the local one did close overnight once when
my neighbor who worked there called in sick at the last minute. If I'd
known how historic a sight the closed store would be, I'd have taken
pictures...)

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

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

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Thu, 13 Mar 1997 14:26:42 -0400
Subject: High RPM Stress - oil starvation

This is kind of old, going back a couple of weeks . . .

This brings up an idea about the Olds connecting rod modification, where a
.010 - - .012 inch by half inch relief is machined into the rod big end (I
think on the forward face of the big end only), when oil restictors are used
in the main bearing saddle. The idea is to drain off some of the oil being
restricted, to provide better cooling of the bearings. Maybe there are other
benefits.

But even with this modification, I would think the same pressure drop at the
main caps from rear to front of the block would show up (like a block without
restrictors. This mod would let the motor survive higher RPMs, assuming it was
 balanced and used some sort of main cap support like steel straps, but would
 still be limited by main #1's survival.

Maybe a better solution is to machine the relief in steps: .003" on 7 & 8,
.006" on 5 & 6, .009" on 3 & 4, and .012" on 1 & 2 connecting rods, or
something like that. This might allow the mains to withstand a little higher
RPM. How much I'm not sure. These depths to machine might not be the best
either. Maybe this stepped amount doesn't matter?


Anyone with thoughts on this?

David Brown   Mailto:dbrown@mcis.bsd.uchicago.edu
- ------------

The other reason for oil failure at high rpm, when everybody is happy at low
rpms, is the fact that the increased forces of high rpms are more likely to
"squeeze" the oil film out from between the journal and the bearing.
Besides, there is a certain minimum oil pressure for most engines
(~20-40psi) that the oil pump puts out when the engine is idling.

If the bearing clearances
are too wide, the excess capacity of the oil pump at low rpms will
compensate for the excess oil being squirted out past the rod and main
bearings, but at high rpms, where there is less of a margin of pump
capacity, the oil pressure relief valve may be kicking in as normal (say,
55psi), but by the time you get to main bearing #1 and rod bearings #'s 1
and 2, your oil pressure may have dropped drastically due to all the oil
that has leaked past mains # 2, 3, 4, 5 and rods # 3-8. So though your oil
pump may be fine, and think it's providing plenty of pressure (hey, it just
pumped 55psi into the primary oil gallery; it's not the *oil pump's* fault
that all the other bearings are wastefull, and don't have enough to share
with those bearings at the front of the engine), you've just spun a bearing.

BTW, when you spin a bearing on an Olds engine, it will at the very front.
If you check out a used Olds motor, begin with that first crank journal.
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Thu, 13 Mar 1997 09:49:09 -0400
Subject: Re: For Sale Postings

C.R.F. wrote:
>
> I would like to suggest to those people that put things for sale on the list
> do the following:
>
	<snip>
>
> And everyone please get off the CAPS LOCK key.  Don't put ten or twenty
> spaces between paragraphs, and why do some of these postings have the phone
> book for header data.  I don't care if your working with ASCII, Baudot, or
> Braille, or whether you do or do not have a verified address.
>
> The Wiz

Also consider snipping the unimportant details out of the post you are
answering.

Bill Culp
Decatur, Alabama

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From: J2RKT@aol.com
Date: Thu, 13 Mar 1997 16:14:06 -0400
Subject: Re: 10 sec. 70 cutlass

   Difference accepted ---- ive never heard of the guy until the second i
read this email
Does he have a catalog or anything like that???

       J2RKT@aol.com

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From: J2RKT@aol.com
Date: Thu, 13 Mar 1997 15:43:24 -0400
Subject: Re: Re[2]: 67 parking lights

   On my Pinto i go a solid tenth of a second and a full mile per hour slower
with my lights turned versus having my lights turned off.

           J2RKT@aol.com

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From: "Andrew C. Green" <acg@dlogics.com>
Date: Thu, 13 Mar 1997 14:33:45 -0400
Subject: Re: Refinishing?? Black Door and Trunk Locks

>At 10:06 AM 3/12/97 -0400, NotDads442@aol.com wrote:
>>Does anybody know what I can do to get the locks on my 1991 W-41 refinished?
>
>Well you can pick up replacement locks from Auto Zone, Parts America, etc
>that black. Only downside is you have to use different keys....

I would just try asking the local lock expert at the dealership
(doesn't matter which GM house brand). One of the mechanics will
be the designated lock expert, since it's real fiddly dealing with
those little lock discs, putting the cylinder together (yes, they
routinely match a new cylinder key code with the existing locks),
crimping the end cap on, etc. All you need is a fresh black end cap
crimped onto your existing lock cylinder(s), or at worst (since you
have to pull the cylinders out of your door or trunk anyway) a new
lock cylinder, which might be a good idea for the driver's door since
it gets all that extra wear.

If you're pretty handy with tools, it's not very difficult to open up
the door(s) or trunk to remove the lock cylinders. At worst, you have
to remove a stubborn sliding retainer clip inside the panel which then
allows the cylinder to come out the front.

Bottom line: the dealer should have the correct spares lying all over
the place. They are assembled from pieces to match the car's current
key set when an individual lock needs replacement. The black (or silver)
end cap you're interested in comes as a separate loose part in the kit,
to be crimped on once the lock cylinder has been coded with the correct
discs to match the key. So they should be able to fix you right up.

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

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End of oldsmobile-digest V1 #559
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