To:	oldsmobile-digest @ chebucto.ns.ca @ INTERNET
cc:	 
Subject:	oldsmobile-digest V1 #587


oldsmobile-digest          Tuesday, 1 April 1997       Volume 01 : Number 587

Re: 502 swap into '71 cutlass
Re: More on the Knuckle Sandwich
Re: 442 in Missoula MT  and other babble...
Re: Supercharger
Re: [Fwd: 4-sale 65 442 conv.]
Re: 502 swap into '71 cutlass
Misc comments and feedback
Re: 502 swap into '71 cutlass
Re: 68 W-30 AIR CLEANER WANTED
Dwelling on Ignition
Re: Looking for parts
Re: 1973 442 Cutlass
Collectible Cars: Reply
Electric Cars:
Re: Dwelling on Ignition
Re: 502 swap into '71 cutlass
Underhood Lights
Re: More on the Knuckle Sandwich
Re: F-body knuckle swap into A-body; handling improvements
502 swap into '71 cutlass
Re: Electric Cars:
Re: Cutlass Power Baby!
69 442 or H/O parts.
Re: Misc comments and feedback
Re: Rear -ends....
RE: Rare Cars?(Lengthy)
Re: 442 in Missoula MT  and other babble...
chevy 502 into olds reply
RE: 502 swap into '71 cutlass
Re: Misc comments and feedback
Re: 502 swap into '71 cutlass
Re: 502 swap into '71 cutlass
RE: How do I fix noisy lifters?
OLDS 510 FOR BUILDUP
RE: Underhood Lights
Re: 502 swap/street DRCE
Re: 1973 442 Cutlass
Re: 502 swap into '71 cutlass
RE: 502 swap into '71 cutlass
Re: Misc comments and feedback
RE: DRCE/Chevy/502
RE: 502 swap into '71 cutlass

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

From: theogns <theogns@avana.net>
Date: Mon, 31 Mar 1997 19:42:35 -0400
Subject: Re: 502 swap into '71 cutlass

> Hey, I'm partial to Olds engines too, but I'd rather have a brand new 4
> bolt main, forged crank, aluminum heads, more power and a stronger engine
> (You have to admit, the Chevy is a better engine, hurts to admit though.)
> For a cheaper price.  It probably won't blow a rod and rings at 4900 rpms
> when help there for 30 seconds.
>
> Olds ARE better cars though!  I'd never trade my Cutlass for a Chevy
> (just the motor).
> -greg

The major problem with the ch*vy engine is weight. And to ge similar HP
from the ch*vy would cost more than a stock 455 Olds. Also, putting a Hi
volume oil pump in an Olds (or any engine really) with out oil
restrictors is suicide. Keep your Olds car all Oldsmobile. There is
nothing like the sound or the feel of a 455 ROCKET. Now the 350 Olds is
a much better design than the ch*vy engine. Shorter stroke, bigger bore,
more torque, horses etc.

Just MHO

Danny

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

From: Dan Lacey <lacey@dsea.com>
Date: Mon, 31 Mar 1997 22:14:15 -0400
Subject: Re: More on the Knuckle Sandwich

>Dan,
>I did the swap to discs on my 98 about three or four years ago. I'm not
>hip to negative camber or any of that, but the swap is a very good one.
>
>The major problem is that good rotors are hard to find. The disc brake
>spindles are a bolt in to your existing (or better yet, new) ball joints.
>Anything up to 1970 will work from either an 88 or 98, as you might
>have guessed.

The local parts store "claims" to be able to order the rotors... I will
definately go with new ball joints. Oh, add new wheels to the package,
because the 14" won't fit. Already have a master cylinder and proportioning
valve. Time; money; time; money... Actually ALOT cheaper than a new car so
far, but you have to be willing to spend alot of time...

>
>Would one way to figure out about the bushings be to take one from a
>junkyard 88 or 98 and compare physical size? My guess is if the physical
>size matches, it would work fine, unless the weight differential from
>the big cars the A bodies is too much. I mean, I can't imagine it being
>cost efficient for bushing mfrs. to make the same size bushings from
>two materials -- one for heavy and one for light weight cars.
>

I think the guy at Energy Suspensions just didn't want to deal with my
problems.

>Don't know if this helps. It's interesting that you're doing many of
>the same engineering mods to your 98 as I've done to mine.
>
>As my sister would say, "Great minds think alike"  :)
>cf

Doubt if you remember, but we did discuss this A WHILE back... I just can't
find the donor car to get the spindles from. Actually, someone from this
list pointed me at what may finally be THE CAR in a junkyard near LA.

If this weekend goes as planned, I will be ripping the front suspension off
this car on Saturday!!!


*************************************************************************
* THIS SPACE INTENTIONALLY  *       Dan Lacey ( lacey@dsea.com )        *
*                           *       Dainippon Screen Eng. of America    *
* LEFT BLANK                *       3700 W. Segerstrom Ave.             *
*                           *       Santa Ana, CA. 92704                *
*************************************************************************

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

From: Dustin E Cross <dcross@selway.umt.edu>
Date: Mon, 31 Mar 1997 21:20:56 -0400
Subject: Re: 442 in Missoula MT  and other babble...

On Mon, 31 Mar 1997, Charley Buehner wrote:

> This is mainly towards Dustin and Scott, but others nearby can take note
> and follow the thread, too.  A friend (Powell...) was down there last week
> and saw a 442 for sale.  He guessed a '72, but the body he described
> sounded more like '67.  Anyway, he said it was really sweet, and he wished
> that he had a camera with him to show me it.  It's in front of a church on
> Reserve Street (?) if that helps out any.  Ya guys want to check it out?>

I found a '72 cutlass supreme for sale in front of a church on reserve
(must be the same car)  I was giving a quick look when the owner came out.
(said he was minister assistant minister somthin' like that) the cutlass
is light green with a dark green interior Yuck! but is fairly sharp (it
would be really sharp if it wasnt green)  it has been painted once and it
is straight but it has some rust (couple holes rest is surface) but
nothing too serious for any decent bodyman  the care has AC,PS and power
drum brakes but that is all for luxurys   the car has rocket 350 auto with
a standard diff

I ended up driving the '72 it started great and ran very smooth, it had
pretty good acceleration.  the only complaints I had is it does NEED new
springs and shocks and seems to have a problem in the steering (probably
most of it is due to the sagging front springs)

the guy is the second owner, the first was a little old lady in Glascow
Mt. who only put 40,000mi on it from '72 til '89 (I can hear the laughter)
he says the other 30,000 were highway miles from him commuting to work  I
know I sound like a sucker but this might be a true story  anyway he
says the only reason he is selling it is that he recently got married
and cant afford to do anything but let the car sit (it has been sitting
for the last year) he is asking 2500 but it sounds like he might come down
to around 2000.

If I had the $ or the time I would probably go for this one, but I still
have to reasseble my blazer and then my '89 gets its new paint.  so if
anyone is interested or has more questions let me know, I mean we can't
let this fall into the hands of someone who might drop in a ch*v and stick
a bowtie on an olds!!

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

From: evans1@serv01.net-link.net
Date: Mon, 31 Mar 1997 21:25:42 -0400
Subject: Re: Supercharger

>
>Ok.  Well I have found out a little info on the Superchargers for a 455..
I was lead to believe that you needed the box around the carb.  This is only
true if you are using a vacuum secondary carb, which I am not.  I have the
holley 750 double pump, with mechanical secondary.  With this carb using a
paxton charger you can use the Holley bonnet.  Which just mounts on the top
of the carb.  It produces a 5-10psi charge and you need to upgrade the fuel
pump and your finished.  Jetting of the carb is obvious, but that will be
determined mainly by upping it to I think 80's in the front and 85-90 in the
back.  I have it at 74 Front and 82 back now, for my jetting.. No
powervalves or anything else should need to be changed..  If anyone has any
info that they have come across to add to this please do..
>
>
>Another thing I have found out about in the past few days on an exhaust
issue.  The X pipe.. If you didn't know already by putting a H pipe in you
exhaust system you will gain 10-15hp.  The reasoning for this is only one
cylinder on the engine releases the exhaust at a time.  Thus using an H pipe
the cylinder will have two tail pipes to exit through.. Thus lower back
pressure and more power!  Now with the X pipe the exhaust is brought
together with a gradual curve into an X and then back into the mufflers, or
flowmasters in my case.  This allows the exhaust to more smoothly share the
exhaust. and in an article in the Pontiac Mag, an X pipe opposed to an H
pipe give increases of .5 seconds in a 1/4 mile!!!  This is unbelievable..
But they put an X pipe on a Olds 442 wagon, with a 1970 455, with D heads,
and it increased the performance like you wouldn't believe.. This 4100lb car
was running 12.89 and with the X is was down to 12.28-12.35 with an increase
of 10mph in speed..  This is good news and a easy way to get a .5 second off
your times if you run at the track. and still like to drive the streets.
For me it's just more power.  and the more the better..
>
>Aaron
>
>1972 4-4-2 W30
>
>
>
>And also, as I recall back to the late 80's Paxton days, you also are
required to install brass floats to alleviate bowl pressurization/float
distortion problems, and cross drill the throttle blade shafts...nothing too
major.  Let us know how it goes!
Mike Evans
Richland, MI
evans1@net-link.net

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Mon, 31 Mar 1997 15:24:47 -0400
Subject: Re: [Fwd: 4-sale 65 442 conv.]

Robert Barry wrote:
>
> At 11:01 PM 3/30/97 -0500, you wrote:
> >65 442 CONV 4-SALE.  POWER EVERYTYHING(SEATS, WINDOWS, ANTENNA), AIR,
>
> Power windows on a '65? That's not stock, right? Weren't they only offered
> after 1968?
>
> >TACH, AND  TOTALLY RESTORED INCLUDING PAINT, ENGINE, SUSPENSION,
> >INTERIOR, TIRES, CHROME, AND TOP. ALL PROFESSIONALLY DONE. 12,000 B/O.
> >CAR IS WHITE WITH A WHITE INTERIOR AND TOP.  IT'S LOCATED ON CAPE COD,
>
> Other than that, I'd love the car (oh, yeah, and the fact that I don't have
> 12 grand...)
> _______________________________________________________
> Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
> Theology Dept, Providence College, Providence, RI 02918

Bob,

My 1962 Cutlass (Jetfire) has PW.  I believe that was the first year for
the option.

Bill Culp
Decatur, Alabama

PS.  That only has me needing $12,000.

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Mon, 31 Mar 1997 15:27:39 -0400
Subject: Re: 502 swap into '71 cutlass

Mike Coccagna wrote:
>
> On 31 Mar 97 at 13:23, Gregory M Zimmerman wrote:
>
> > I want in put in Chevy's new 502ci/502HP crate engine- the spec
>
> > Anyone put a Chevy big block into a cutlass?
>
> Oh no!  That's sure to spark a great number of glowing responses....
>
> Mike
> '91 W-40 Quad442  - OLDS Powered!
> '93 W-41 SCX   - OLDS Powered!

Greg,

I've seen big block Chevies put down, put behind, put out, & put away.
I have never seen them successfully "put in" an Oldsmobile.

Bill Culp
Decatur, Alabama

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

From: Daren@qconline.com
Date: Mon, 31 Mar 1997 19:37:48 -0400
Subject: Misc comments and feedback

OL>Olds content -> I'm not a huge performance freak, but when I get my '75
OL>455 (stock) into my '75 cutlass, I'm sure I'll want to test it out, can
OL>anyone tell me what I might do against a early '80's 5 leeter m***ang
OL>(I'm not concerned overly either way, but enquiring minds DO want to know).

I had a '76 455 with a stock replacement melling cam & headers in a '82
cutlass with lousy 2.4? gears it ran 15.7 - 15.9 e.t. in 1/4 mile. You
might get lucky against a early '80's r*stang with an automatic.

Daren  '65 Dynamic "88"

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

From: IBDEA@aol.com
Date: Mon, 31 Mar 1997 21:40:20 -0400
Subject: Re: 502 swap into '71 cutlass

You're right Jason.The DRCE block is made to take only BB CH*VY heads.I've
done alot of research on the 502 myself.Ialso know afew people who are using
them.IT is one heck of a motor for the money.Last year HOT ROD did an
article,by just changing the intake and cam it dynoed at 643 HP!! That was
with 8.75-1 compression.The new version has 9.6 to1 compression with aluminum
heads with a hyd. roller cam.The 502 will fit an A-BODY GM car with no
problem.My 67 442 had a 454 CHE*Y in it before I rescued it from its
butchering drag racing ......well I'll stop there.

  BOB PETERS
  67 442
  67 CUTLASS(ORGAN DONOR)

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Mon, 31 Mar 1997 22:01:47 -0400
Subject: Re: 68 W-30 AIR CLEANER WANTED

On Mon, 31 Mar 1997 JFOWLER@capecod.net wrote:

> 68 W-30 AIR CLEANER WANTED.  ALSO, WANTED, A TICK TOC TACH FOR A 69 442.
> HAS ANYBODY HEARD OF MAKING A W-30 AIR CLEANER BY CUTTING A HOLE AND
> ADDING AN EXTRA SNORKEL TO IT?
>

I believe that is what Karl Sarpolis of Karl's Korner in Illinois does
when he makes them. He sells '68 W-30 setups including the air cleaner. I
don't have his number handy but I believe it's listed at www.442.com

BTW, there's no need to shout (all caps)... :)

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

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Mon, 31 Mar 1997 22:10:29 -0400
Subject: Dwelling on Ignition

I have never truly understood "dwell" as it relates to ignition points
and engine timing. Could someone give me a reader's digest version as to:

1. What does 30 degrees of dwell (the standard GM setting) mean? 30
degrees of what?

2. How does changing dwell affect ignition timing? That is, would 40
degrees of dwell (for example) effectively advance the timing by causing
a spark sooner?

Not that I want to do anything bizarre, understand; I have what I believe
is a flaky dwell meter (I don't trust it) and after changing points today
I think the dwell is off even though the meter says its set to 30 degrees.
I might end up either (a) buying another meter or (b) setting it by trial
and error. Any good ways to set dwell without a meter?

Sounds pretty simple compared to the folks who are swapping steering
knuckles, installing disk brakes and calculating roll centers... ;-)

TIA...

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

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

From: Dan Williams <dr_olds@pitnet.net>
Date: Mon, 31 Mar 1997 22:08:33 -0400
Subject: Re: Looking for parts

James & Joanne Chermack wrote:
>
> At 12:06 PM 3/28/97 -0400, you wrote:
> >I'm looking for the following parts:
> >
> >* 1 early style SSI (14x6 - no trim ring)
> >* 1968 Passenger side seat belt (deluxe).  Prefer blue
> >* 1968 'X' 442 Exhaust manafold
> >
> >-Dan
> >
>
> Dan
>
>          I have the SSI wheel, and maybe a X manifold.
>
> Jim Chermack
> 70 Cutlass SXW-32
> 72 442
How much for one, either, both, whatever.

- -Dan

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

From: Lloyd Culp <bculp@hiwaay.net>
Date: Mon, 31 Mar 1997 16:10:09 -0400
Subject: Re: 1973 442 Cutlass

Drew K. Bengert wrote:
>
> I wonder if you can help me.
>
> I am considering buying a 1973 442 Cutlass but before I do, I want to be
> able to confirm that this is an original 442 car.
>
> Is there anyway of identifying the car using the V.I.N.   If so, what
> digit indicates that it is a true 442.  Others have told me that the 442
> was an option on the car but may not be identified on the V.I.N. Is this
> true??
>
> I would really appreciate your comments.
>
> Thank you,
>
> Drew

Drew,

I wish that I had some info w/me.  Here is what I recollect:  The '73
was a stripe - handling option.  There is no VIN identification.  Either
a 350 or 455 4-barrel was the engine choice.  The car was the Cutlass S
car w/slanted rear glass & large rear quarter windows - not the Cutlass
Supreme w/opera like quarter windows & notch back roof.  The hood was
fiberglass w/louvers on top.  The grill was blacked out w/large silver
pleats done vertically - about 4 to a side.  Dual Stripes go over the
hood & deck, but not the roof.  The car has a rear sway bar & heavy duty
suspension.

It does not have to have gauges, sport steering wheel, swivel bucket
seats w/console, SSII wheels, or dual exhausts.  These were options on
any Cutlass S.

Bill Culp
Decatur, Alabama

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

From: "C.R.F." <wizkid@inlink.com>
Date: Mon, 31 Mar 1997 22:25:18 -0400
Subject: Collectible Cars: Reply

A snip or two to here:

>> 3. After some period of time all cars become collectible.  Don't you
think
>> you are confusing collectible with desirable?
>
>I would call this a semantic point.  If a car is collectible, doesn't that
>indicate a level of desireability?
>

Actually no it doesn't.  Ask any stamp collector what is a collectible
stamp, and he will tell you that any stamp that is not damaged is
collectible; even the ones printed in the billions and used on ordinary
mail.  They are collectible, but not valuable.  Which I think is the
point after all.  When I started this thread it was my desire to show that
rarity/desirability/value were not really related in the way that one
might ordinarily think.  I started with a senario where every car was unique,
but then attempted to show that being unique was not what made some of the
desirable, valuable and sought after.

What made some of them desirable/vaulable/sought were the ones that had
performance additives, and certain apparance additives as well.

>
>Tim (I Wonder If Any of Those 'Heaven's Gate' Folks Have Olds We Could
>     Pick Up Cheap At Auction?) Churchill
>-------------
>'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
>'89 Cadillac Fleetwood, a.k.a. 'Der KinderWagen'
>'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'
>
>
>

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

From: "C.R.F." <wizkid@inlink.com>
Date: Mon, 31 Mar 1997 22:30:16 -0400
Subject: Electric Cars:


At 11:00 AM 3/31/97 -0400, you wrote:
>BTW, this weeks mail has been particulalarly cool, so I'd like to say/ask
>a few things:
>
>As per electric cars, don't trains use a diesel over electric system to
>power them (heard that, no idea if true, don't laugh if I'm wrong!)
>

American locomotives are indeed diesel electrics.  The prime mover spins
a generator, which powers a traction motor, that has a pinon that runs
against a gear on the wheel set.  Would you like to know why they go to all of
this trouble?

It allows the diesel engine to spin up to 100% output, before it is
engaged to move the train.  Therefore if you have a 6000 hp locomotive, you
can have all 6000 horses available when you try to move the train.

I understand that the Europeans make some diesels that are direct drive,
but this is out of context here.

>Also, with all this talk of engines running at peak effiency, etc.,
>whatever
>happened to
>that CVT someone tried in a car (resembled ski-doo clutch, but in a car)
>
>50W oil -> You do have bussiness using this oil in older, worn out motors
>you can't afford to fix (Or in bikes, though the gears in a bike
>transmission can really 'chop-up' the multiweights, requiring 800KM oil
>changes)

If you read my comments carefully about 50w oil, I said that it had no
business in engines in good conditions that were run in normal climes,
and normal to me is the weather in Normal, Illinois; not Fairbanks, Alaska;
or Panama City, Panama.  I will accept the fact that it might add to the
useful life of a badly worn engine.
>
>Weight of gas -> someone guessed that 2 gallons of gas might weigh 8
>pounds, while water is approx 10 pounds/gallon (I think) and gas weighs
>less, I doubt it's 4lbs/gallon, does anyone know the actual number?

Gasoline weighs about 6.5 ª/gal.  Water is about 8.

>Olds content -> I'm not a huge performance freak, but when I get my '75
>455 (stock) into my '75 cutlass, I'm sure I'll want to test it out, can
>anyone tell me what I might do against a early '80's 5 leeter m***ang
>(I'm not concerned overly either way, but enquiring minds DO want to
know).
>
>Just my 5 cents on the thoughts of the day (Join the revolution to
>eliminate the penny, I mean a nickel's not even worth that much, let
>alone a penny.)

Save the penny, I do; I have thousands upon thousands of them.

They are manufactured in the hundreds of millions every year.
>
>EA~
>
>(thanx also to everyone who makes this list so interesting, gotta say it
>at least once)
>
>

Added to by the Wiz

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

From: DKTBAT@webtv.net (doug thompson)
Date: Mon, 31 Mar 1997 22:29:31 -0400
Subject: Re: Dwelling on Ignition

Greg,
       Dwell refers to the number of degrees of rotation on the
distributor with the points "open" allowing the coil to saturate and
build up voltage before the points close again sending the spark to the
next sparkplug. Thats a readers digest version. I used to play around
with the dwell on my original '67 4-4-2 with stock dist. and its amazing
how you can move your power band around by increasing or decreasing the
dwell. The power would either come on hard and the fall off at hi rpm's
or be a dog at low speed and take forever to climb. If i remember
correct(its been almost 30 years) the olds ran best at 32 degrees of
dwell. Now days an HEI with MSD parts takes care of all that.
           See ya in Lansing,Doug

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

From: "C.R.F." <wizkid@inlink.com>
Date: Mon, 31 Mar 1997 22:46:00 -0400
Subject: Re: 502 swap into '71 cutlass

Now the 350 Olds is
>a much better design than the ch*vy engine. Shorter stroke, bigger bore,
>more torque, horses etc.
>
>Just MHO
>
>Danny
>
>

My Ch*vy 350 will blow the socks of my Delta 88 w/455; and both have had
minor surgery to improve them.

Kevin, got any weight data.  "Setting the Pace" says that my Delta weighs
3561ª, and if we add 200ª for the BB, we have a 3761ª ride.  Any idea on
what my 350 Ch*vy weighs.

If the 350 is much lighter then we have the apples/oranges comparason,
instead of one from a level playing field.

The Wiz

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

From: Greg Beaulieu <ab348@chebucto.ns.ca>
Date: Mon, 31 Mar 1997 22:51:41 -0400
Subject: Underhood Lights

Those of you who have been here a while might recall the debate a while
back about why Olds underhood lights (at least ones in the 60s and 70s
cars) are wired into the parking light circuit. Today while I was playing
around with mine I decided that I'd rather have it on whenever the hood
is open rather than have to switch on the parking lights too. Since I now
have a nice shiny new underhood light with a functioning merc switch
(thanks Bob Handren!) it was easy to do.

Having made the change I like it a lot better. Having the light
automatically come on whenever you open the hood seems pretty cool when
someone wants to look at your engine compartment, for example. I made up a
lead with a lug connector on one end for the hot side of the junction
block/horn relay and a mating connector to the light on the other, with
some heat shrink over the splice. Looks very nice.

Sometimes the little, simple things are the most satisfying!

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

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

From: grpruett@vt.edu (Greg Pruett)
Date: Mon, 31 Mar 1997 14:05:10 -0400
Subject: Re: More on the Knuckle Sandwich

>As an alternative to using the F-body knuckle, consider using the
>knuckle from a GM full-size wagon w/ 12 in. rotors.  The increased
>knuckle height is the same, and so is the ball joint/ tie rod end info,
>but by using the station wagon knuckles, you can use the early-90's 1LE
>Camaro 12" super beefy rotors (which have a 5x4.75 bolt pattern).  The
>caliper/pad is the same as the standard A-body disc caliper, and you
>have 12" front disc brakes.

What year full-size wagons can you use?

Thanks,

Greg Pruett
`72 Vista-Cruiser
`67 Cutlass Supreme

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

From: grpruett@vt.edu (Greg Pruett)
Date: Mon, 31 Mar 1997 14:05:12 -0400
Subject: Re: F-body knuckle swap into A-body; handling improvements

>A number of different steering knuckles can be installed into
>64-72 GM A-bodies that can improve the car's handling by changing
>it's steering geometry.  The stock steering geometry of these
>cars creates a roll center below the ground level, which is not
>as favorable as a roll center that is above ground.

<SNIP>

>1970-79 F-body (Camaro/Firebird), 1975-79 X-body (Nova), and
>*some* 77-79 full size GM's that come with the 5x4&3/4" lug
>pattern wheels and 11" disks are the knuckles to get.

First off, thanks for posting all of this info.  It'll be great when I swap
out the drum brakes on my `67 this summer.

Does anyone know if `77 chevelle knuckles would work.  That would be sweet
if they do since I have a junker laying  around.

And on the issue of mismatched ball joint problems.  Could swapping A-arms
solve that?

Thanks again.

Greg Pruett
`72 Vista-Cruiser
`67 Cutlass Supreme

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

From: Daren@qconline.com
Date: Mon, 31 Mar 1997 21:01:24 -0400
Subject: 502 swap into '71 cutlass

OL>I just blew up my 350 trying to see how fast my car would go.  I got to
OL>128 and the rev limiter (5000 rpm MSD chip) didn't hit yet, then next
OL>thing I knew I was laying a smoke cloud James bond would have been proud
OL>of.  I slowed down and heard the oh-so-bad rod knock.

OL>I only had 36,000 on the rebuild with APR rod bolts, forged pistons, SS
OL>valves, roller rockers, high volume oil pump, etc.  Anyway, I guess the
OL>oil pan got sucked dry :(

OL>I want in put in Chevy's new 502ci/502HP crate engine- the spec sheet
OL>says to put the motor into a Chevelle, the oil pan and pickup needs to be
OL>modified.  Does that mean with a sledge hammer or what?

OL>Anyone put a Chevy big block into a cutlass?

OL>-greg
OL>gzimmerm@runet.edu


OL>Any help on the swap would be appreciated.

502 crate motor from scoggins-dickey parts center in labbuck, tx. want's
$5295 WITH OUT ACCESORIES!!!!!!!!
To me it sounds like the Olds motor is not the problem it's the person
behind the steering wheel.
I had a '72 442 with 135,000 miles on it's 350 a couple years ago I
occasionly bracket raced it. To figure out good shift points I took it
to 6000 rpm several times(way to high), I even over shifted to nuetral
once dropped it back down to drive then looked at the tach. 6800 rpm and
that was after it started to come down.

You said it had a high volume oil pump. Did you bother to put in oil
restricters? If not then you probley pumped all of the oil into the
vavle covers. Did you have the big ends on the rods checked? Did you
check for rod bolt's for correct lenght? Maybe you got wrong or bad rod
bolts.

Olds block's have a higher nickel than ch*tvy wich makes them stronger
and more durable. Olds also have a better rod angle than a ch*tvy. This
is probley why Olds didn't bother with 4 bolt mains (stronger block).

Go to a machine shop ask them wich generaly needs more machine work,
most will tell you the ch*tvy!

Take your $5295 go to a reputable machine shop and have your rocket
built the correct way.If not and you want to sell your motor let me
know.

Daren  '65 Dynamic "88"
             '89 GMC C1500

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

From: "Robert J. Barry" <rbarry@sequent1.providence.edu>
Date: Mon, 31 Mar 1997 23:12:05 -0400
Subject: Re: Electric Cars:

At 09:30 PM 3/31/97 -0500, you wrote:
>engaged to move the train.  Therefore if you have a 6000 hp locomotive, you
can
>have all 6000 horses available when you try to move the train.
>
>I understand that the Europeans make some diesels that are direct drive,
>but this is out of context here.

Direct drive, like a sprint car? Boy, that'd need one BIG push-truck, huh? I
suppose it's better than the other option; probably have to be careful
slipping the clutch on something that heavy. ;)

>>Olds content -> I'm not a huge performance freak, but when I get my '75
>>455 (stock) into my '75 cutlass, I'm sure I'll want to test it out, can

Ah, I'll just quote something to get the required Olds content in there.
_______________________________________________________
Dr. Robert Barry  MailTo:RBarry@Sequent1.Providence.Edu
Theology Dept, Providence College, Providence, RI 02918

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Mon, 31 Mar 1997 23:16:23 -0400
Subject: Re: Cutlass Power Baby!

This is the first I've heard anyone on this list praise the Twin
Dual(Chevy) V6.  Everyone else seemed to think it was a slug.  I haven't
driven a car with one of these motors, but on paper it sounds
pretty potent.


        Jim Townsend

        '90 Calais
On Sun, 30 Mar 1997, Jose A. Nino wrote:

> I would like to introduce myself to the group. My name is Jose Nino. I am
> 16 and live in Miami, FL. I bought myself a '94 Olds Cutlass Supreme SL
> Coupe with the optional DOHC 3.4L 220hp V6. Wow, the power this engine
> produces is incredible. I love it when others challenge me at red lights
> with their Japanese "so called" muscle cars.
>
> Anyways, I look forward to engaging with this group. Thanx.
> take care
> -jose nino
> nino@icanect.net
>
>
>
>

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

From: MROTHE <MROTHE@prodigy.net>
Date: Mon, 31 Mar 1997 23:20:08 -0400
Subject: 69 442 or H/O parts.

I am searching, searching, searching for an NOS left front fender, and a
pair of NOS quarter panels (left needed the most) for a 69 442 or Hurst
coupe.  I also am looking for the trunk trim for same. (thin stainless
strip along bottom of trunk lid.)  Any help would be appreciated.  I've
tried Hemming's, but there isn't any there.

Mike Rothe
71 442
85 442
69 H/O

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

From: grpruett@vt.edu (Greg Pruett)
Date: Mon, 31 Mar 1997 14:42:54 -0400
Subject: Re: Misc comments and feedback

>Also, with all this talk of engines running at peak effiency, etc., whatever
>happened to
>that CVT someone tried in a car (resembled ski-doo clutch, but in a car)

I think that some Japanese car company was developing a variable tranny, is
that what you mean by CVT?  I think it was Honda.  I'm not sure if it made
it to production but it wasn't half bad judging from the article I read
(skimmed) in one of thoes motor&track&driver&whatever magazines.

Greg Pruett
`72 Vista-Cruiser
`67 Cutlass Supreme

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

From: Barnacle Bill <wreilly@acad.bryant.edu>
Date: Mon, 31 Mar 1997 23:41:20 -0400
Subject: Re: Rear -ends....

I didn't see an exact reply to this so I checked into it. The AK says it's
a 7 1/2" gear with ratio of 2.14.  The C means it was built by Chevy and
the 354 is the build date, although I don't think that April has 35 days
or is that March 54th?
I'm sure someone will correct me if I'm wrong but I thought that
3.73's only came in the 8 1/2" size.  Are you sure they are for the
smaller size?

Bill Reilly
'85 Cultass Supreme

On Sat, 29 Mar 1997, Tracy H. Shires wrote:

>
>
> ok, I have a question that has been bothering me for the past week..
>
>   I have an 81 Cutlass.. I recently purchased a 3.73 for the rearend for
> this 7.5 in. small carrier. Three weeks ago i sheared out my pinion and
> threw chucks everywhere so the spider gears and the axles got torn up...
> Well, I took it to the only shop around here willing to work on rearends.
> After being messed around for three weeks I told em to tow the car back and
> I'd do it myself.. I went to the salvage yard and got a used 85 cutlass
> rearend. Is it still a 7.5 in rearend? I need to know if those gears I
> bought for for the 81 will still fit. Also, can anyone identify the code -
> it's not it my books.  AK  C354   , feels like a low 2.xx
>
> Thanks,
>
>
> T. H. Shires
> 81 Olds CSB w/ 68 Rocket 350 and a 85 rearend....
>
>
>

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Mon, 31 Mar 1997 23:46:25 -0400
Subject: RE: Rare Cars?(Lengthy)

"I have some technolongical type questions:

1. Where does the electricity that powers electric cars come from?

2. Insurance rates are determined by a demographacally contrived
conception
of risk.  From existing statistics the risks are far greater in the
lighter,
and more fragile cars (read that as more fuel efficient); than in the two
ton old barges that were once commonplace.  Do you really think the
insurance companies are going to pat you on the back with lower rates
because you drive a more fuel efficient, and hence more dangerous car?

2a. Which would you rather be in, in an front end collision with 40 tons
of
truck: 1. A CRX or 2. Any two ton Detroit sedan?

3. After some period of time all cars become collectible.  Don't you think
you are confusing collectible with desirable?

The Wiz"

Wiz,

Sorry it took me so long to reply but I've been kinda busy.  You know how
it is...

Anyway, I'll try to give some good answers(kinda lengthy, though) to your
questions:

1. Many of the current electric cars in existence, including the GM
   EV1(formerly known as the Impact) run on elecricity stored in auto-type
   lead-acid batteries. (Nickel-Cadmium(Ni-Cad), and other types of
   batteries could be used but they are more expensive.  The EV1 may be
   using Ni-Cad batteries) They often have to carry 10-20 of these
   batteries in order
   to have enough energy to go the distance(~70 miles on the highway for
   the EV1).  One of the problems with this setup is, obviously, the size
   and weight of all those batteries.  (Much of the
   weight of these cars is due to those batteries, not the motors.)  Among
   the problems facing the engineers and consumers are that, when you need
   to recharge these batteries
   1) where do you plug in,
   2) how long do you have to wait for them to recharge?
   I think the EV1 has an induction-charge setup that'll allow it to
   recharge in around 15 minutes, which is very quick.

   At Northern Arizona University(which is where I'm a student) the
   College of Engineering and Technology has an
   electric race car program.  The car is an actual Indy-style race
   chassis that was donated to the program, with a GE electric
   motor weighing around a hundred pounds.  The motor is kinda like you'd
   see in a little Radio Shack toy-car motor only much larger, or a giant
   car alternator; you know, it has lots of copper coils.
   Anyway, I don't remember what the power of the motor is but it's pretty
   potent.  (It'll easily spin the tires, and I belive NAU's car is one of
   the faster ones around.)

   Some other ways of supplying electricity that are currently being
   tested include fuel cells.  These are devices that use a fuel(hydrogen,
   gasoline) to supply electrons for a current.  These fuel cells are
   sorta like batteries.  They use a catalyst(platinum, I think) to cause
   a reaction between the hydrogen and atmospheric gas(oxygen).  This
   reaction frees up electrons and has water as a by product.  This is

   very much an oversimplified explanation, which makes them sound like a
   great alternative-fuel solution but the main problem with them is that
   fuel cells are very expensive.  AutoWeek, 3/3/97, has some
   interesting articles on fuel cells, battery-powered cars, and some
   other alternative-vehicles.


2. About six years ago when I worked at an insurance agency and was
   looking into buying a '69 Z-28, I checked
   out the insurance costs on this car.  It would have cost me almost
   3,000 bucks a year, and I don't belive that was as complete coverage as
   it could or should have been.  I remember that it was cheaper to insure
   the Beretta GTZ I was also looking at.  (Of course, that was
   during my pre-25 years; and insurance rates may be cheaper for
   "non-perfomance" cars like a non-442 Cutlass, etc.) But I remember that
   it was pretty steep to insure
   (with collision, medical, etc.) any kinda
   classicperformance/muscle-type car then, and I'm sure the costs haven't
   gone down since.  (However, I
   haven't checked the insurance rates on these 60's era cars recently;
   I'm only speaking from past experience.)  Also, the insurance companies
   then were giving discounts for options like anti-lock brakes,
   airbags, and passive-restraint seat belts.  I don't necessarily like
   these options, but they reduced the insurance costs and you aren't
   gonna find them as OE on any classic car today.

   Another factor in insurance costs is whether the car is domestic or
   imported.  My friend just bought a '97 Ford Ranger, but was also
   looking at a new Nissan.  The two trucks were nearly identical with
   their options, load-capacity, size, etc. but the Nissan was around 25
   dollars more a month to insure; just because it was an import brand.
   Twenty five years from now, many of the classic perfomance cars will
   likely be Mitsus, Hondas, etc.  About the only current classic
   performer I can think of is the Datsun 240Z.  Point is, if point-or-
   origin will be important, then it will be a factor in insuring a future
   classic.

2a. I would rather NOT be in front of a 40-ton truck in a head on
    collision, but, yes I'd MUCH rather be in a Detroit land-yacht. ;)
    And I'd rather not have to be in a CRX(or any of those types) at any
    time.  They're just not my style.  My Calais is about as compact as I
    want to get.

3. No, I don't think I'm confusing "collectible" and "desireable"; just
   trying to be realistic.  Cars like the Grand Nationals, W-30's,
   GTO's, Z-28's, etc.are more expensive than the non-perfomance optioned
   cars, and will likely continue to become even more expensive.  I
   imagine most car-nuts would
   love to have one of these, but they're just to cost-prohibitive for
   many people, especially for one that's in decent shape. Many
   buy a less-expensive model and upgrade it themselves however they
   please.  The W-41's, Dodge Shelby Horizons, or whatever current
   potential collectible four-banger will probably be in a similar
   situation if/when they become collectibles.

''Whew!''  That's what I had in mind.  Hope it helped. :)
Hope y'all had a great Ressurection Day!

       Jim Townsend

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Mon, 31 Mar 1997 23:56:00 -0400
Subject: Re: 442 in Missoula MT  and other babble...

Charley,

Sorry to hear about all the thievery in your area!  My neighborhood's not
so hot either.

Anyway, congrats on your Rocket's perfect batting average!

      Jim Townsend

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

From: docolds@megavision.com (David Vollbracht)
Date: Tue, 1 Apr 1997 00:02:16 -0400
Subject: chevy 502 into olds reply

>Mike,
>  Sounds like a good idea. While your at it why not switch to a
>chevelle (I so hate cross breeding). Everyone knows chevy's are
>infallible, regardless of the engine builder or driver. Buy the way
>if you and your chevelle are ever in Michigan, stop by New Baltimore,
>I've got a 350 OLDS powered 72 442 who would like to show it's tail
>lights!
>                                                  Gary
>                                                  72 442(350)
>>>> "Mike Coccagna" <mikec@oz.kis.net>  3/31/97, 08:06am >>>
>On 31 Mar 97 at 13:23, Gregory M Zimmerman wrote:
>
>> I just blew up my 350 trying to see how fast my car would go.  I
>got
>> to 128 and the rev limiter (5000 rpm MSD chip) didn't hit yet, then
>> next thing I knew I was laying a smoke cloud James bond would have
>> been proud of.  I slowed down and heard the oh-so-bad rod knock.
>
>Ouch!
>
>> I want in put in Chevy's new 502ci/502HP crate engine- the spec
>
>> Anyone put a Chevy big block into a cutlass?
>
>Oh no!  That's sure to spark a great number of glowing responses....
>
>Mike
>'91 W-40 Quad442  - OLDS Powered!
>'93 W-41 SCX   - OLDS Powered!

In order to protect yourself from all the purists out there and still be
able to experience the gut-wrenching torque of 500+ inches, why don't you
build a 510c.i. OLDS and put it in your cutlass.  It can be done and I
believe it will cost less than a 502 crate motor.  If you want to discuss
further e-mail me at docolds@megavision.com.  LATER docolds.

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

From: "Aaron R. Weimer" <aweimer@ameritech.net>
Date: Tue, 1 Apr 1997 00:05:27 -0400
Subject: RE: 502 swap into '71 cutlass

- ------ =_NextPart_000_01BC3E28.06A630E0
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable




OL>I want in put in Chevy's new 502ci/502HP crate engine- the spec sheet
OL>says to put the motor into a Chevelle, the oil pan and pickup needs =
to be
OL>modified.  Does that mean with a sledge hammer or what?


Take your $5295 go to a reputable machine shop and have your rocket
built the correct way.If not and you want to sell your motor let me
know.


[Aaron R. Weimer]  =09

I have a very modified 1972 442 W30, and it will punch holes in a 502 =
with no problems.  turning low 12's with flowmaster 2.5" exhaust, drop =
the exhaust and I would break 11's no problems.. with $5200 bux I could =
easily put the old 455 in the 9-10 sec range, I doubt the 502 will even =
get close out of the crate..  Putting a 502 in a olds is not a good =
thing to do.. Dr. Olds will give you a thumbs down for that one.. =
Probably even have trouble installing that 502.. Never know.. maybe the =
car just won't take to that Chevy slug of an engine.  No offence given.  =
I just love my 442 and the 455ci..

Aaron=20

1972 4-4-2 W30
- ------ =_NextPart_000_01BC3E28.06A630E0
Content-Type: application/ms-tnef
Content-Transfer-Encoding: base64
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- ------ =_NextPart_000_01BC3E28.06A630E0--

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Tue, 1 Apr 1997 00:06:00 -0400
Subject: Re: Misc comments and feedback

Eric,

Concerning the train engines, I believe they are diesel/electric.  They
use a diesel engine to run generators that power the electric motors.

About the gasoline weight, the specific weight of gasoline is about 0.86.
This means that the weight(density, actually) of the gasoline is about 86%
the weight of water. (I'll let y'all run the calculations.  :)    )

   Jim Townsend

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Tue, 1 Apr 1997 00:12:56 -0400
Subject: Re: 502 swap into '71 cutlass

The Cutlasses used the same frame as the Chevelles, don't they?
If that's the case I would think that a big-block Chevy would fit,
since Chevy put'em in their cars.

     Jim Townsend

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Tue, 1 Apr 1997 00:15:00 -0400
Subject: Re: 502 swap into '71 cutlass

PS- So sad to hear about your blown engine!!  :(_ _ _

Hope everything goes well!

     Jim Townsend

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

From: "Aaron R. Weimer" <aweimer@ameritech.net>
Date: Tue, 1 Apr 1997 00:18:37 -0400
Subject: RE: How do I fix noisy lifters?

- ------ =_NextPart_000_01BC3E29.DD312CE0
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable



>=20
> My lifters are getting noisy in my 350 Rocket.  Do I remove the intake =
manifold and replace them or is there some way of adjusting them?  I =
have a stock 71' Cutlass Supreme.
>=20
> Thanks
> Brendan Foley
> St. Louis, MO.

If your oil pressure if ok, you probably need to replace your rocker-arm
assemblies.


[Aaron R. Weimer] =20
Or you can just grind your aluminum rocker arm guides down a little.. =
(OLD OLDS TRICK)  That will quiet a noisy rocker arm really easily.. =
JUST DON'T OVER WRENCH them down.. be sure to follow the torch specks.. =
25ft/lb on those bolts..

Aaron

1972 4-4-2 W30


- ------ =_NextPart_000_01BC3E29.DD312CE0
Content-Type: application/ms-tnef
Content-Transfer-Encoding: base64
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- ------ =_NextPart_000_01BC3E29.DD312CE0--

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

From: docolds@megavision.com (David Vollbracht)
Date: Tue, 1 Apr 1997 00:28:10 -0400
Subject: OLDS 510 FOR BUILDUP

Instead of putting a 502 chevy (yuch, puck!!!) in your Olds build a 510
Olds based on the 455 block.  It can be done with off the shelf parts for
the most part and should make tons of torque with a 4.500 stroke.  I am in
the process of building one now and I think I can get it built for less
than a 502 crate motor.  If anyone is interested in this project let me
know and I'll keep you informed.  It sure beats the heck out of
cross-breeding your Olds.  Let the crossbreeders stick with there
rosebushes.  Later.  docolds@megavision.com.

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

From: "Jim & Tina R." <rabid@cybrzn.com>
Date: Tue, 1 Apr 1997 00:28:20 -0400
Subject: RE: Underhood Lights

Those of you who have been here a while might recall the debate a while=20
back about why Olds underhood lights (at least ones in the 60s and 70s=20
cars) are wired into the parking light circuit. Today while I was =
playing=20
around with mine I decided that I'd rather have it on whenever the hood=20
is open rather than have to switch on the parking lights too. Since I =
now=20
have a nice shiny new underhood light with a functioning merc switch=20
(thanks Bob Handren!) it was easy to do.=20

Having made the change I like it a lot better. Having the light
automatically come on whenever you open the hood seems pretty cool when
someone wants to look at your engine compartment, for example. I made up =
a
lead with a lug connector on one end for the hot side of the junction
block/horn relay and a mating connector to the light on the other, with
some heat shrink over the splice. Looks very nice.=20

Sometimes the little, simple things are the most satisfying!

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

For quite some time this has been puzzling me. My 70 442 has the =
underhood light wired into the parking light, while my 70 Cutlass =
Supreme light comes on whenever the hood is opened. I am the second =
owner of each of these cars and have discussed this with each of the =
original owners. Each maintains that each of the cars were delivered =
this way. Seems like the norm for the 442, but what about the Cutlass?

Jim Rabideau
rabid@cybrzn.com
70 W30 442
70 Cutlass Supreme

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Tue, 1 Apr 1997 00:38:56 -0400
Subject: Re: 502 swap/street DRCE

Hate to say it but it seems that the Olds DRCE's are pretty much beefed-up
Chevy Rats with bigger heads for racing purposes.

I'd imagine one could get a similar power situation, for less
money, using the original Rat itself.  They are prob'ly hard to
find, but
still much less expensive than a DRCE.  Prob'ly work better on the
street, too. There're L-88's, L-78's, L-72's, etc. that could be used.  I
read of a stock-bodied '69 Camaro SS, using  a stock
L-78(396) w/headers, open exhaust, and slicks, running consistent 10.90's
at about 128mph in the quarter mile!(shifting around 7800rpm)  No nitrous
either! Chevy or no, that's FAST!

However, it WOULD be interesting to see/hear/feel a DRCE in a street car,
though!
 :0  -->  :)

Just my two bits.

       Jim Townsend

PS- Sorry about the excessive Chevy content!!

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

From: WMACHINES@aol.com
Date: Tue, 1 Apr 1997 00:44:56 -0400
Subject: Re: 1973 442 Cutlass

In a message dated 97-03-31 18:32:05 EST, you write:

<< I wonder if you can help me.

 I am considering buying a 1973 442 Cutlass but before I do, I want to be
 able to confirm that this is an original 442 car.

 Is there anyway of identifying the car using the V.I.N.   If so, what
 digit indicates that it is a true 442.  Others have told me that the 442
 was an option on the car but may not be identified on the V.I.N. Is this
 true??

 I would really appreciate your comments.

 Thank you,

 Drew
  >>
There isnt a way really.  442 was just and option package.  The fifth digit
tells you what engine but thats all.  sorry, only other way is to find build
sheet

W MACHINES,

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

From: Jason Labay <z28cfi@gwis.com>
Date: Tue, 1 Apr 1997 01:13:52 -0400
Subject: Re: 502 swap into '71 cutlass

At 09:01 PM 3/31/97 -0400, Daren@qconline.com wrote:

>
>502 crate motor from scoggins-dickey parts center in labbuck, tx. want's
>$5295 WITH OUT ACCESORIES!!!!!!!!
>To me it sounds like the Olds motor is not the problem it's the person
>behind the steering wheel.

Wow, I never realized they were that expensive. For that price drop in a ZZ4
H.O. 350 Chevy and add a Vortech supercharger. My uncle's super late model
race engines cost around that. 355 Chevy SB with 12:1 compression and makes
roughly 550 hp, but have a short life span before they need to be torn down
and rebuilt, usually 4-5 weekends or racing..
Tech question: Would an Olds engine make a good short track (oval racing)
engine that could stand 100-150 lap main events? I have never seen an Olds
engine in the years that I have observed short track racing. Or are Olds
engines more suitable to 1/4 mile passes?

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

From: Jason Labay <z28cfi@gwis.com>
Date: Tue, 1 Apr 1997 01:24:05 -0400
Subject: RE: 502 swap into '71 cutlass

At 12:05 AM 4/1/97 -0400, Aaron R. Weimer wrote:

>I have a very modified 1972 442 W30, and it will punch holes in a 502 with
no problems.  turning low 12's with flowmaster 2.5" exhaust, drop the
exhaust and I would break 11's no problems.. with $5200 bux I could easily
put the old 455 in the 9-10 sec range, I doubt the 502 will even get close
out of the crate..  Putting a 502 in a olds is not a good thing to do.. Dr.
Olds will give you a thumbs down for that one.. Probably even have trouble
installing that 502.. Never know.. maybe the car just won't take to that
Chevy slug of an engine.  No offence given.  I just love my 442 and the
455ci..

There is a guy on the F-Body mailing list that has a 95 Trans Am with the
LT1 350 Chevy with the "usual" bolt on mods and an ATI Procharger that has
run 11.5 at 130mph. Something tells me that the 502 would have no problem
breaking into the 9-10 sec range with those similar mods. The 502 is a
great, technologically advanced engine (there have been big reviews of it in
the Chevy mags), but in all honesty I do agree that an Olds should stay an
Olds. Nothing like rocket power in your Cultass. There was a nice 1968 442
at the Cleveland Auto Rama with a 454 Chevy in it. To me it just didn't seem
like a real Olds anymore...but to each his own I guess. Dr. Olds doesn't
like rats in his house:)

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

From: CRuper1@aol.com
Date: Tue, 1 Apr 1997 02:03:02 -0400
Subject: Re: Misc comments and feedback

In a message dated 97-03-31 14:51:37 EST, you write:

<< >Trains are not driven by the diesel motors.  The primary mover is
electric,
 >the power for which comes from the running of the diesel motors, to
generate
 >the electricity.
 >
 >Chris Ruper
 >

 Actually the prime mover is the diesel, (prime = first) and the electric
 motor moves the train.  And I must take partial exception, as trains are
 driven by engineers; not diesel or electric power.  Ha Ha, and in England I
 think they are called 'engine drivers.'

 The Wiz >>

Hey, that's what I said....    my meaning of "prime" was that the electric
actually does the moving of the train.

Chris Ruper

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

From: James William Townsend <jwt7@dana.ucc.nau.edu>
Date: Tue, 1 Apr 1997 02:12:38 -0400
Subject: RE: DRCE/Chevy/502

Now that I think about it I think that Camaro SS was actually running
124-125mph in the 1/4 mile, not 128.  I'm using memory here, of something
I read several years ago.

OLDS CONTENT:
Concerning putting the 502 into an Olds, I hafta side with
some of the others.  Even though I've read really great things about the
502, and it
does seem like a great bargain (new, heavy-duty parts, warranty,
high-output, etc.), I believe an Olds should have an Olds heart and soul.
Otherwise its a Frankenstein freak.  I never really thought much of any
car that was Frankenstein, be it Buicks with Chevy engines, Olds with
Fords, Pro-Steet, etc.  It's just not an Olds w/o an Olds engine.  That's
why, when I
found the '90 Calais 442 in the classifieds, I bought that instead of a
similarly-priced '90 GTZ.  The GTZ is VERY similar to the Olds, with
nearly identical weight, power, acceleration, handling abilities, price,
size, tranny, AND
engine.  Great car but it's still a Frankenstein.

Long live the Rocket motor!!

     Jim Townsend

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

From: "Aaron R. Weimer" <aweimer@ameritech.net>
Date: Tue, 1 Apr 1997 02:12:56 -0400
Subject: RE: 502 swap into '71 cutlass

- ------ =_NextPart_000_01BC3E39.D6ADBEA0
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable



- -----Original Message-----
From:Jason Labay [SMTP:z28cfi@gwis.com]
Sent:Tuesday, April 01, 1997 12:14 AM
To:oldsmobile@chebucto.ns.ca
Cc:oldsmobile@chebucto.ns.ca
Subject:Re: 502 swap into '71 cutlass

At 09:01 PM 3/31/97 -0400, Daren@qconline.com wrote:

>
>502 crate motor from scoggins-dickey parts center in labbuck, tx. =
want's
>$5295 WITH OUT ACCESORIES!!!!!!!!
>To me it sounds like the Olds motor is not the problem it's the person
>behind the steering wheel.

Wow, I never realized they were that expensive. For that price drop in a =
ZZ4
H.O. 350 Chevy and add a Vortech supercharger. My uncle's super late =
model
race engines cost around that. 355 Chevy SB with 12:1 compression and =
makes
roughly 550 hp, but have a short life span before they need to be torn =
down
and rebuilt, usually 4-5 weekends or racing..
Tech question: Would an Olds engine make a good short track (oval =
racing)
engine that could stand 100-150 lap main events? I have never seen an =
Olds
engine in the years that I have observed short track racing. Or are Olds
engines more suitable to 1/4 mile passes?=20
[Aaron R. Weimer] =20
Olds engines are noted for low RPM and very High Torque.. A stock 442 =
W30 in '70 has 500lb torque.  My 72 with a few mods is at 593-620ft/lb =
and 482 hp.. Not bad.. I am looking to install a supercharger this =
summer.. I think I am going to go with a intake manifold charger.  The =
paxton/vortech belt driven are just to much money for the power.  For =
about 1500 bux I can add a 5-10psi boost and 120-190hp to this bad boy.. =
Look out chevy lovers.. and this will all fit under the stock W30 hood.. =
what a sleeper it will be.  I just need to figure out how to quite the =
exhaust before I scare them all away .. hehehehe..

Aaron

1972 4-4-2 W30


- ------ =_NextPart_000_01BC3E39.D6ADBEA0
Content-Type: application/ms-tnef
Content-Transfer-Encoding: base64
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=

- ------ =_NextPart_000_01BC3E39.D6ADBEA0--

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

End of oldsmobile-digest V1 ª587
********************************
