To:	oldsmobile-digest@chebucto.ns.ca @ INTERNET
cc:	 
Subject:	oldsmobile-digest V1 #964


oldsmobile-digest     Thursday, November 20 1997     Volume 01 : Number 964



Non-Olds.
Re: SS wheel questions / gasket question
Re: phantom 57
Re: G-body wheels
energy suspensions phone ª
Re: phantom 57
Car History
Re: Retro fitting OEM A/C
Re: 69 Olds Hood
Re[2]: 10.50 ET 70 Cutlass?
Re: Head Gasket/Valve Problems....
Re: Car History
Re: SS wheel questions / gasket question
Re: 10.50 ET 70 Cutlass?
G-body parts source
Re[2]: 10.50 ET 70 Cutlass?
PARTS INFO.
VIN decoding
Re: olds help, ?'s, info, goodies
Re: Posi
Re: phantom 57
Painting Prep
Re: 10.50 ET 70 Cutlass?
Re: G-body parts source
Re: VIN decoding
Re: 69 Olds Hood
Re: 10.50 ET 70 Cutlass?
Re: q4 (fwd)- Olds Aerotech
1954 Oldsmobile 98 Holiday Coupe
Re: 10.50 ET 70 Cutlass?
350 in '87 Cutlass
Re: 98 Intrigue
Re: 98 Intrigue
Re: q4 and 64-72 442's
Re: My car can beat yours!?&%*
Radio Needs
Edelbrock Aluminum Oldsmobile Heads (fwd)
Re: That putt..putt.. feeling??
Re: E heads Big vs Small  valves and WTB(455)
Re: q4 (fwd)- Olds Aerotech
Unbounce: Re.: phantom '57
UNBOUNCE: Painting Prep
Re: 98 Intrigue
Re: q4 (fwd)- Olds Aerotech
Re: 98 Intrigue
Re: 98 Intrigue
Re: 80's 442/Hust VIN decoding

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

Date: Wed, 19 Nov 1997 22:38:37 -0800
From: Chris Miller <cya442@mindspring.com>
Subject: Non-Olds.

Sorry for the non-Olds question, but how do you put a signature file on
the bottom of your e-mails.  I am using Netscape and know how to attach
it but how do you make one?

Thanks,

Chris Miller
'68 442
cya442@mindspring.com

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

Date: Thu, 20 Nov 1997 01:59:24 -0600
From: "Tracy H. Shires" <twodogs@ou.edu>
Subject: Re: SS wheel questions / gasket question

At 04:37 PM 11/19/97 -0700, you wrote:
>
>I have a 72 cutlass supreme with disc brakes, and I was wondering...
>
>1. SS1 wheels won't fit because of the disc brakes, right?
>2. do SS3 wheels from the later body styles (73 and up) fit the earlier
>   models? Is the backspacing the same?

The  75 or 76 SSIII's fits fine on my 81 Gbody, I can't image any problem
with yours with the longer axle.


>Also... if anybody has a set of 4 SSII or SSIII rims in good condition w/
>caps and trim rings for sale at a reasonable price, please contact me at
>psheng@scuacc.scu.edu  I live in Palo Alto, CA and want to buy them from
>someone in the local area (I don't know what shipping would run on those,
>but I know I couldn't afford it!)

Have you tried the local salvage already? 6 monthes agon I picked up a GOOD
set of SSIII's. The paint was a little to be desired and it was missing one
trim ring and one cap on the set of four, but for 25 bucks I couldn't pass
it up. They are restored and look Great. There are still plenty of them
around. Hehe, I got mine off an a Old Camaro.. Goes to show you olds are
best...


T. H. Shires    81 CSB Rckt 350

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

Date: Thu, 20 Nov 1997 07:13:22 -0400 (AST)
From: Greg Beaulieu <ab348@chebucto.ns.ca>
Subject: Re: phantom 57

Is this the yellow '57?

I don't know who owns it, but there was an outstanding yellow '57 coupe
at Lansing. It was a mild custom and looked beautiful. Even made it into
the parade on Saturday. Fantastic car. Anyone else remember it?

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

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

Date: Thu, 20 Nov 1997 07:31:08 -0500
From: Jason Adcock <jadcock@vt.edu>
Subject: Re: G-body wheels

Rich Meyers wrote:
>
> I used to have an '84 CS that had solid chrome five hole wheels, not the
> ones with chrome trim rings. I was wondering if these wheels have a certain
> designation and if they are still available.  I'm sure someone out there has
> some sitting around. I was going to put new aluminum wheels on my new '84
> but I think I'd rather put on Olds wheels. I currently have the funky wire
> hubcaps. Thanks. Oldsmobile Forever!

Yes, Rich, these are the Chrome Super Stock III wheels, many times called
Rallye wheels.   I've got them on my 84 CSC and they look great when
clean!  Sorry I can't sell you any, I've only got my one set!  IF you go to
parts yards and ask for "Oldsmobile Chrome Super Stock III's", they'll know
what you are talking about.  The 14" versions (what I have and what you
probably had) will be easier to find and cheaper to purchase.  The real
cool ones are the 15" versions only put on the H/O and 442.  I'd like some
of those, but they're much rarer.  I hope this helps.
_____________________________

Jason K. Adcock
mailto:jadcock@vt.edu
http://www.erols.com/adcockjk

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

Date: Thu, 20 Nov 1997 09:29:40 -0400
From: dfsval@maracaibo.dowell.slb.com (Valiant's Mud Lab)
Subject: energy suspensions phone ª

Hi,
does anybody have a phone number or address for Energy Suspensions?

Thank you,

Alain

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

Date: Thu, 20 Nov 1997 08:39:56 -0500 (EST)
From: ANTIQOLDS@aol.com
Subject: Re: phantom 57

Hi Greg
  Yes I remember that 57 Mild Custom, he was at the same hotel I stayed at,
the Sheraton. He is from New Jersey but forgot his name. We talked a lot
while in the parking lot looking over the other 57's there. He cars was done
nice, he didn't "overdo" it.

Everett OCA 1961   1961 Starfire

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

Date: Thu, 20 Nov 1997 09:36:18 -0400
From: dfsval@maracaibo.dowell.slb.com (Valiant's Mud Lab)
Subject: Car History

Hi,

I'm trying to find out where my car comes from.
I bought it in Miami from a used cars dealer about a year ago. I think he
got it in North Carolina.
It is a 73 delta 88 royale convertible, was originally green and has been
repainted light blue (not a 73 catalog color).
It has a metal plate stuck on the trunk that says "Chattanooga Park"
I already tried to locate any dealer called like that on the oldsmobile
server, but was not lucky.
Can anybody give me any hint as to where to look next?

Thank you,

Alain

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

Date: Thu, 20 Nov 1997 09:00:17 -0500
From: Don Sowers <dstaxpro@lex.infi.net>
Subject: Re: Retro fitting OEM A/C

Paul Hartlieb wrote:
>
> Larry wrote:
>
> > I have a copy of the May '96 issue.
>
> Cool!
>
> > What exactly is it that you are looking for?
>
> There should be an ad under the 'O' Parts and Literature For Sale
> section.  It has to do with heater/AC/heater delete firewall conversion
> plates or packages.  I kind of think its around the area where the AC
> parts ads are.  I'm pretty sure its in this issue, 'cause my chapter had
> a trip that month and I had it along on the trip.  Would you mind
> scanning the ads and finding it and posting the ad here, please.  Thanks
> for your help, for me and the other folks here who are interested.
>
> Paul
> --
> Paul Hartlieb
> Myerstown, PA
> plh@nbn.net
> '67 Ninety Eight Holiday Coupe
> '72 Cutlass Supreme Convertible
>
> Why do they sterilize the needles for lethal injections?
Paul,

Hard to believe, but I have a copy of the May 96 Hemmings.  I used to
subscribe about 4-5 years ago but didn't renew at the time.  I have only
bought about four of them in the past 3-4 years, but May 96 is sitting
in the pile.  I will look this weekend for the items you need.  If
successful, I will hit you with an email.  Maybe I will see it in there.
The more people looking, the better the odds on finding something.

As for the question of the needle and lethal injection, I would say it
is for the protection of the administrator of the injection in case
(s)he sticks the wrong person.  :)  Always wondered what would happen if
the person administering the injection (loading the tube) were to be in
cahoots with the undertaker if it would be possible to give the
"patient" a drug to slow down the life functions as to appear to be dead
and have the undertaker give the 'client' a remedy shot and bring them
back.  I'm sure there are measures taken to avoid this possibility, but
I wonder if it's possible.

Later....

Don Sowers

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

Date: Thu, 20 Nov 1997 09:02:21 -0500 (EST)
From: OldsGuyGA@aol.com
Subject: Re: 69 Olds Hood

  68 may work but 69 had a style all it's own....
   olds guy ga....

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

Date: Thu, 20 Nov 97 09:03:20 -0500
From: "Padavano.Joe" <padavano.joe@Orbital.COM>
Subject: Re[2]: 10.50 ET 70 Cutlass?

Jeff Antonucci asked:

Tell me about the one piece fiberglass front end.  Was it hinged?  Did
it look factory with all the accessories put back on?  Would it work for
a daily driver?

     The 'glass front end was produced by VFN fiberglass.  It was supposed
     to be a 71-72 front end, but it had a 71-72 bumper with a 70 O.A.I.
     hood (all molded together).  The locations for the grilles and
     headlights were simply flat fiberglass surfaces.  Fit of the unit was
     not very good initially.

     It was designed to be used as either a lift-off or a tilt front.  I
     bought the additional hinge kit, which was simply two bent pieces of
     aluminum tube an a couple of brackets.  I ultimately had to do a lot
     of fabrication myself, combining their hinge kit with a pair of
     factory bumper brackets and some additional struts to get the unit to
     fit and tilt properly.  I had to mount hood pins on the cowl to hold
     down the rear.

     As I mentioned, as produced, the front end had no provisions for
     lights or grilles.  I had to cut out the flat panels and fabricate
     aluminum supports (which I 'glassed on to the back of the unit) to
     which I mounted original grilles and headlight buckets.  I also had to
     do a significant amount of 'glass work to turn the 70 hood into a 71.

     Also, keep in mind that this front end does not fit over the stock
     radiator core support, which must be removed.  This requires the
     fabrication of a custom radiator mount.  And, of course, you can't run
     inner fender panels, which tends to make a mess if you ever drive
     through a puddle.  Keep in mind too, that with the front end off or
     tilted open, the entire engine, frame, firewall, and front suspension
     is exposed for the world to see.  This leads you (well, it led me,
     anyway) to paint, polish, or plate everything from the firewall
     forward.  The cleaning time on this stuff is incredible  ;-)

     All in all, you should remember that this unit is designed as a
     lightweight race car part, not a street unit.  Fit and finish are by
     no means up to show car standards and will require a lot of work to
     get there.  All that work _can_ be done, just be prepared for it.

     Actually, it occurs to me that an alternative, if you were planning to
     run a roll cage with tubes tying in the front suspension, would be to
     separate the hood from the rest of the front end and make it a
     two-piece lift-off unit, like the Pro Stock cars.  You could run
     aluminum panels for the inner fenders and wouldn't have to go through
     the trouble of fabricating the hinge mechanism.  Don't get me wrong,
     this would probably be even more work, but at least you could get it
     to fit better.

     Hope this helps.

     Joe Padavano
     padavano.joe@orbital.com

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

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

Date: Thu, 20 Nov 1997 09:08:19 -0500
From: david wyatt <Wyatt_David_L@LILLY.COM>
Subject: Re: Head Gasket/Valve Problems....

> and coolant started bubbling out the rad cap...was this
Yep, you have cylinder compression leaking into the cooling system.
More than likely it is leaking between ª3 and ª5 cylinders.  This can be
hard to pin point in the early stages, but will become easier as time
passes.  It could be a blown head gasket, most likely, or a crack in the
head.  Been there, done that with my 455.  I eventualy noticed some plug
fouling caused by antifreeze.  The plug had a purple colored crystaline
coating on it.  You may not see this due to the hotter spark of your
modern ignition.

Good Luck,
Dave Wyatt
70  4-4-2

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

Date: Thu, 20 Nov 1997 09:13:02 -0500
From: Don Sowers <dstaxpro@lex.infi.net>
Subject: Re: Car History

Valiant's Mud Lab wrote:
>
> Hi,
>
> I'm trying to find out where my car comes from.
> I bought it in Miami from a used cars dealer about a year ago. I think he
> got it in North Carolina.
> It is a 73 delta 88 royale convertible, was originally green and has been
> repainted light blue (not a 73 catalog color).
> It has a metal plate stuck on the trunk that says "Chattanooga Park"
> I already tried to locate any dealer called like that on the oldsmobile
> server, but was not lucky.
> Can anybody give me any hint as to where to look next?
>
> Thank you,
>
> Alain

You might try CarFax or one of the other auto search companies.  They ae
supposed to be able access the cars history for a 'reasonable fee'.  I
don't know what they consider reasonable, but you can access it on the
net and probaly obtain the info if you have a credit card.

The other option would be to take the VIN and license plate number to
the count clerk's office (or whatever agency licenses cars in your area)
and have them pull up the car history to see what's there.  Another
possibility would be to ask a police friend to run a check on it for
you.  I don't know what they do in other areas, but I've done that here
in Ky a few times when I see a car I'm interested in and can get the
plate number.

I have thought about trying to locate a 70 Dodge Charger I bought new
through Car Fax, but I don't know if that would be possible.  If I could
find it, I would like to.  A lot of good times were had in that car.
Traded it for a new 72 Ford LTD with air and a sunroof in 1972 with only
55k miles on it.  Wished I had it back within a week.  The LTD had a 429
in it but could touch the Charger's 383 Magnum for performance.  Did
enjoy the air the next summer though.

Good luck with your search.

Don Sowers
Nicholasville, Ky

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

Date: Thu, 20 Nov 97 09:19:08 -0500
From: "Padavano.Joe" <padavano.joe@Orbital.COM>
Subject: Re: SS wheel questions / gasket question


1. SS1 wheels won't fit because of the disc brakes, right?

     Well, not quite.  The early, all chrome SS1s will not fit, however the
     later SS1s which were painted and used the chrome trim rings _will_
     clear the disc brakes.

2. do SS3 wheels from the later body styles (73 and up) fit the earlier
   models?

     Yep.  As someone (Mike Rothe?) pointed out a while back:
     SSII painted body color = SSIII

   Is the backspacing the same?

     Good question.  I thought it was, but given the different flavors
     (14x6, 14x7, and 15x7) now I'm not so sure.  I _can_ tell you that all
     three will fit and clear the 68-72 A-body cars, both with and without
     disc brakes.  I've run 14x6 and 14x7 with BFG 245/60-14 tires and the
     15x7s with BFG 255/60-15 tires with no clearance problems on the front
     or the back.  In fact, I've run 29.5" tall x 10" wide slicks on the
     15x7s with only a very minor rubbing which required slight "tuning"
     with a fine adjustment hammer.

3. what is the correct shade of silver for SSII's? my olds facts & figures
   manual says it's "cast grey"- is that light silver like aluminum or
   darker grey like cast iron?

     The technical term is "Argent" and several vendors sell it in spray
     cans.  Unfortunately, all seem to be a slightly different color.  I
     have no direct experience with any of the repro paints, so I'll defer
     to others on this one.

     Joe Padavano
     padavano.joe@orbital.com

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

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

Date: Thu, 20 Nov 1997 09:22:40 -0500
From: Don Sowers <dstaxpro@lex.infi.net>
Subject: Re: 10.50 ET 70 Cutlass?

Padavano.Joe wrote:
>
> Jeff Antonucci asked:
>
> Tell me about the one piece fiberglass front end.  Was it hinged?  Did
> it look factory with all the accessories put back on?  Would it work for
> a daily driver?
>
>      The 'glass front end was produced by VFN fiberglass.  It was supposed
>      to be a 71-72 front end, but it had a 71-72 bumper with a 70 O.A.I.
>      hood (all molded together).  The locations for the grilles and
>      headlights were simply flat fiberglass surfaces.  Fit of the unit was
>      not very good initially.

(SNIP, SNIP, CUT)

Did they pay you for taking this assembly off their hands?  Sounds to me
like you did more work than the manufacturer.  Sometimes you have to
work on a "perfect" replacement part more than it would take to make
your own.

Don Sowers
Nicholasville, Ky

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

Date: Thu, 20 Nov 1997 08:36:07 -0600 (CST)
From: Thomas G Allen <mutga1@uxa.ecn.bgu.edu>
Subject: G-body parts source

Does anyone know of a company that deals primarily (or even secondarily)
in aftermarket parts for g-body cars?  I'm mainly looking for interior
parts, weatherstripping, etc.

Thanks

Tom

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

Date: Thu, 20 Nov 97 09:48:45 -0500
From: "Padavano.Joe" <padavano.joe@Orbital.COM>
Subject: Re[2]: 10.50 ET 70 Cutlass?


Don Sowers noted:

Did they pay you for taking this assembly off their hands?  Sounds to me
like you did more work than the manufacturer.  Sometimes you have to
work on a "perfect" replacement part more than it would take to make
your own.

     Well, unfortunately Don, there aren't a lot of choices when it comes
     to a one-piece fiberglass front end for a Cutlass.  Note that this
     unit was never advertised as a "perfect replacement part"; in fact it
     is clearly intended for drag cars, not show cars.  I'm the one who
     wanted the car to look good.  While I considered it, I doubt I could
     have fabricated my own glass front end for even the total price of the
     VFN unit and my time to make it right.  Of course, having fitted one
     of these units, I think I could do a second one in a lot less time and
     have it come out looking a whole lot better (something about a
     learning curve).

     Joe Padavano
     padavano.joe@orbital.com

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

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

Date: Thu, 20 Nov 1997 08:59:00 -0600
From: Daniel Starnes <starnesd@ilcc.cc.ia.us>
Subject: PARTS INFO.

I"M HAVE A 1980 OLDS CUTLASS AND I"M LOOKING FOR A FRONT CLIP.ALSO
I"M LOOKING FOR A GOOD SET OF T-TOPS
     THANKS
STARNESD@ILCC.CC.IA.US

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

Date: Thu, 20 Nov 1997 08:22:35 -0700 (MST)
From: d houlton x0710 <tc75918@hpnfssvr.mdhc.mdc.com>
Subject: VIN decoding

I've seen some de-coded VINs on the list in the past.  Can someone
show me how to do it?  What digits mean what, etc?  I'm looking
for an 80's Hurst or 442 and want to be able to check the VIN when
I do find one.

thanks
- --Dan

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

Date: Thu, 20 Nov 1997 10:23:21 -0500 (EST)
From: OldsGuyGA@aol.com
Subject: Re: olds help, ?'s, info, goodies

  do you have some 70 sport mirrors ?
  olds guy>...

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

Date: Thu, 20 Nov 1997 10:52:31 -0500 (EST)
From: COUPEKING@aol.com
Subject: Re: Posi

NO.

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

Date: Thu, 20 Nov 1997 11:00:31 -0800
From: Larry Polesnak <ham@fam.net>
Subject: Re: phantom 57

Greg Beaulieu wrote:
>
> Is this the yellow '57?
>
> I don't know who owns it, but there was an outstanding yellow '57
Greg,I saw the pictures of the parade,and there is a car in Pittsburgh
that is exactly the same as that car I will try to find out if he was in
Lansing. He has the full skirts and same color,as soon as I saw it on
the web page I thought it was his... Larry Polesnak
        6    2    S    T    A    R    F    I   R   E

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

Date: Thu, 20 Nov 1997 09:52:33 -0800
From: Darrin Johnson <xdarrinj@dpcmail.itg.ti.com>
Subject: Painting Prep

I am planning to paint a radiator support this weekend and I have a few
questions.  The support will be freshly sandblasted to remove all rust and old
paint.  I was planning to use Eastwood's Corroless on the areas that were
rusted in hopes of preventing future rust.

Questions:
1) Do I need to use some type of metal prep on the bare metal, or will a good
cleaning with lacquer thinner be sufficient?
2) Should I only use the Corroless on the areas that were rusted, or should I
cover the whole support with it as a rust preventative?
3) Any ideas on what to use to measure the paint and thinner for mixing?  I
have some measuring cups that I was thinking about using, but I don't think
that they measure small enough quantities.

Any other advice for a first time painter would be welcomed.


Darrin Johnson
72 Cutlass Convertible

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

Date: Thu, 20 Nov 1997 11:10:26 -0500
From: Don Sowers <dstaxpro@lex.infi.net>
Subject: Re: 10.50 ET 70 Cutlass?

Padavano.Joe wrote:

(SNIPPING AND CUTTING)

I think I could do a second one in a lot less time and have it come out
looking a whole lot better (something about a learning curve).

Joe,

It seems like I've spent a lot of time on "the learning curve."  Some
self-induced, some with assistance, all with pain and $$$.  We spent a
lot of time 'massaging' the front fender on an 83 RX-7 that was supposed
to fit.  As for it being a drag car front, that doesn't mean you don't
want it to look good, huh?  The better the look, the better the
function, the more they sell.

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

Date: Thu, 20 Nov 1997 11:37:35 -0500 (EST)
From: The Viking <avar@infinet.com>
Subject: Re: G-body parts source

Hi Tom.. Welcome to the search... the problem is g-body cars are too new
for the resto market and to old for dealers... there are a few sources
for specific parts...The best source for interior parts is your local
bone yard and SoftSeal has some weatherstipping products.. good luck.. it
can a frustrating  but with perseverance you can find what you need

Al




On Thu, 20 Nov 1997, Thomas G Allen wrote:

> Does anyone know of a company that deals primarily (or even secondarily)
> in aftermarket parts for g-body cars?  I'm mainly looking for interior
> parts, weatherstripping, etc.
>
> Thanks
>
> Tom
>

Al Varhus
Columbus, Ohio
http://www.infinet.com/~avar



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

Date: Thu, 20 Nov 1997 09:44:53 -0700 (MST)
From: d houlton x0710 <tc75918@hpnfssvr.mdhc.mdc.com>
Subject: Re: VIN decoding

d houlton x0710 wrote:
>
> I've seen some de-coded VINs on the list in the past.  Can someone
> show me how to do it?  What digits mean what, etc?  I'm looking
> for an 80's Hurst or 442 and want to be able to check the VIN when
> I do find one.
>
> thanks
> --Dan
>

OK, OK, I should have checked the FAQ first.  Haven't looked at it
since version 2.  I see now there's a section on decoding VINs.

Thanks anyways and sorry about that.

- --Dan

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

Date: Thu, 20 Nov 1997 11:45:57 -0500 (EST)
From: W30442CS@aol.com
Subject: Re: 69 Olds Hood

well i have seen 70 hoods on 69 cutlass,442`s before but it`s not that simple
of a chore.    he will have to use a 70 core support as well. the lock mech.
was reversed from 69 to 70.   had a friend who put a ram-air hood from a 70
442 onto his 69 442.   what type of 69 hood is he looking for ?   does it
have luvers in it ?  i deal in parts, maybe i could help.         please
reply steven.    w30442cs@aol.com

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

Date: Thu, 20 Nov 1997 22:50:47 -0500
From: tonwald@eta.k12.mn.us (Tony Waldner)
Subject: Re: 10.50 ET 70 Cutlass?

>In a message dated 97-11-19 10:59:02 EST, you write:
>
>
>Are you running nitrous?  What gear ratio?  Cam?  Heads?  Induction?
> Exhaust?
>My friend's 5.0 weighs 3400 too.  I'm figuring if a tiny 302 can do it, a
>big-block Olds can.
>At what altitude is your track.  I'm 1 hr away from Houston Raceway Park,
>which is at sea level.
>
>Paul Pate



Paul --

I am not running nitrous.  I have seen too many motors bite it on that
stuff.  I don't have the budget for replacing a ventalated engine every
other weekend!

I have a 3.73 rear gear with a Raceway Mini-Spool in it. I have a turbo 350
with a B&M Trans-Pack in it and a ASI 3500 stall converter.  My engine is
out of a '71 Toro.  The motor has a nodular crank that has been nitrated,
chamfered and balanced. The stock rods have ARP rod bolts and the pistons
are TRW power forged units with an advertised compression of 10.5 to 1.
The heads are G cast with 2.07 intakes.  The heads were pocket ported and
the A I R bumps were removed. I have TRW double springs and the rotators
were replaced with TRW stock retainers.

I have a Competition Cams 42-236-4 cam with .518 lift and 292 duration at
.oo6 tappet lift. I run a Edelbrock Torker 455 with a Holly 750 vacuum
secondary square bore carb with a brown spring.

I have a msd triggered HEI and I run the very expensive Hooker super
competition headers that are a two-piece unit designed for G-bodies with
the 455 Olds. I have really old M&H racemaster slicks 275/60b15 on american
racing rims. I run lightweight "skinnies" in the front.  I put this car on
a serious weight loss diet.

The car is consistant. My best reaction time is .517. It seems that cars
similar to mine run about the same 1/4 mile E.T's.  The track is 1060 feet
above sea level.

Believe me it is HARD to get into the 11's without nitrous or a blower or
something.

Maybe the list guys can give me tips on how to get my car quicker!  It
always seems that what you think your car will run and what it actually
runs once you hit the track are always two way different things. I really
thought my car would run faster than it does but oh well!

Let me know if I can answer any more questions about my '85.

Tony

70 442 W-30
70 Toro GT W-34
65 Jetstar 88 w/4-speed
85 Cutlass Salon 455 Drag Racer
92 Seville STS

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

Date: Thu, 20 Nov 1997 08:51:35 -0700
From: dana@asicstiger.com
Subject: Re: q4 (fwd)- Olds Aerotech

I too remember the aerotech.  But that was like 7 years ago.  Does Olds
have any intention of beefing up the 2.4 liter TwinCam decendant of the Q4?
I would really like to see them do it.

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

Date: Thu, 20 Nov 1997 12:09:32 -0500 (EST)
From: Harn57@aol.com
Subject: 1954 Oldsmobile 98 Holiday Coupe

Have been on the outlook for one of these for some time.  If you know where
one is, let me know.

Bob

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

Date: Thu, 20 Nov 1997 09:12:50 -0800
From: "Chris Sparks (Mr. Ada)" <mrada@catalina-inter.net>
Subject: Re: 10.50 ET 70 Cutlass?

Tony Waldner wrote:

> Maybe the list guys can give me tips on how to get my car quicker!  It

Yeah I have a suggestion.  Run the car down a steep hill! :-) :-) :-)


Chris Sparks

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

Date: Thu, 20 Nov 1997 12:20:21 -0500
From: Andy Geeting <geetinag@miavx1.acs.muohio.edu>
Subject: 350 in '87 Cutlass

Hey everyone,
     I know in the past I've asked a ton of questions about putting in an
Olds 350 in my '87 Cutlass Supreme but I would like to ask a few more
questions. The 307 that is in there now is still running fine but it has
developed a coolant leak and an oil leak. While these things might not be
too big of a problem, I would hate to have to put a bunch of money into
this engine when I plan on putting in a 350 later. My question is, what
year 350? I stil what to retain all emissions equipment and the computer. I
don't think I want too much horsepower or torque just yet because I don't
think the tranny will be able to take it. I just had the tranny rebuilt
this past spring. I had a B&M transpack installed and a 10 vain pump but
that's about it. The rear end is fresh with a Richmond gear 3.73 gear set
and Auburn sure-grip limited slip.
     What should I do? Drive the 307 until it quits and then think about
the 350? Put in a fairly modest 350 and worry about beefing it up later or
forget about the 350 for now and concentrate on upgrading the transmission?
Thanks in advance.
                   By the way the tranny is a TH200-4R.
Andy Geeting
'87 Cutlass Supreme
'88 Cutlass Supreme Classic Brougham
'74 Delta 88 convertible
'78 Caprice wagon
'36 Plymouth coupe

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

Date: Thu, 20 Nov 1997 09:25:19 -0700
From: dana@asicstiger.com
Subject: Re: 98 Intrigue

IThEFunKI@ViperLink.Net on 11/17/97 06:09:53 PM

Please respond to oldsmobile@chebucto.ns.ca

To:   oldsmobile@chebucto.ns.ca
cc:    (bcc: Daniel R. Anderson/ATC)
Subject:  Was: Re: 98 Intrigue - cutlass no longer supreme




2 observations:
1) At least they're not calling it a cutlass supreme any more.  I too
lament the fact that it is such a "tame" car
2) they were aiming at the Toyota Camry market with that car, and judging
from olds-enthusiast's reactions, it looks like they hit the mark.


Dan Anderson
'90 Cutlass Calais IS HO Q4



On a sad note...  I got to play with my first "98 Cutlass".  You know,
the one on the Malibu frame...  TWO THUMBS DOWN TO OLDSMOBILE!!!  They
shoulda FLIPPED the names to bodies, and Left the Cutlass as a BUTT
WHOOPING POWER HUNGRY MONSTER!  Although the 3100 is an ok motor on it's
own, and in the Cutlass, it makes it's own stand, the new Gutlass's just
don't feel like their 97-DOWN ancestors.  I've always thought the
Cutlass s' said something about "feeling" good in in them, SAFETY
wise!Something about 2 Tons of Lansing Steel makes me feel good...  A
Japanese feeling Gutlass doesn't...  <G>  Ok, off my soapbox!
- --
                   Jerry Christopher
     ___        HTTP://WWW2.Viperlink.Net/Members/IThEFunKI
 ___/.o \__,        1987 Oldsmobile Cutlass Supreme
_=O------O=__________It ain't my father's Oldsmobile_______

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

Date: Thu, 20 Nov 1997 09:45:37 -0700
From: dana@asicstiger.com
Subject: Re: 98 Intrigue

IThEFunKI@ViperLink.Net on 11/17/97 07:27:36 PM

Please respond to oldsmobile@chebucto.ns.ca

To:   oldsmobile@chebucto.ns.ca
cc:    (bcc: Daniel R. Anderson/ATC)
Subject:  Re: 98 Intrigue - wish list for '98 Cutlass Supreme....


Base it on the Opel Omega (read cadillac catera)- Rear Wheel Drive!!!
Give us some engine/transmission options:
1) resurrect an HO or W41 q4 for the q4 nuts
2) drop in a supercharged 3800 for the torque nuts
3) put in a v8 for the v8 nuts.- how does a supercharged Aurora engine
sound?
all avail with manual OR auto trans
Whaddaya think guys (and gals)??

Dan Anderson
'90 Cutlass Calais IS HO q4

>Like I said, they shoulda let the Cutlass be the Intr, and vice
>versa...  It would take a MASSIVE amount of options like T-Tops, 3.8L
>Supercharged, 5Spd Manual (Or 4Spd Auto MAYBE) and a NICE 2Dr Look...  I
>would POSSIBLY consider it...  But, you know GM's latest statements tend
>to be toward "Family" cars...  It would dissapoint me GREATLY if the
>Olds crew stuck a 442 sticker on it.................    You won't see me
>trading my 87 for a 97 anyday!
>--
                   Jerry Christopher
     ___        HTTP://WWW2.Viperlink.Net/Members/IThEFunKI
 ___/.o \__,        1987 Oldsmobile Cutlass Supreme
_=O------O=__________It ain't my father's Oldsmobile_______

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

Date: Thu, 20 Nov 1997 09:49:54 -0700
From: dana@asicstiger.com
Subject: Re: q4 and 64-72 442's

jadcock@vt.edu on 11/18/97 09:46:12 AM

Please respond to oldsmobile@chebucto.ns.ca

To:   oldsmobile@chebucto.ns.ca
cc:    (bcc: Daniel R. Anderson/ATC)
Subject:  Re: q4 and 64-72 442's




I couldn't agree more!  And, most 4 cylinders TODAY don't have the
horsepower or even close to the torque our 307's do.  I haven't heard of
ANY factory 4 cylinder motors pumping out 250 lbs. of torque...most V6's
don't make torque like that.

I know it's not 250lbs, but several of the Ford 2.3 turbos from the late
'80s made 240+ lbs. of torque stock....

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

Date: Thu, 20 Nov 1997 13:05:42 -0500 (EST)
From: RCKTPWR@aol.com
Subject: Re: My car can beat yours!?&%*

In a message dated 97-11-20 09:34:01 EST, you write:

<< 13.345-13.365, most being in the 13.35 category...  I have 35+ tickets
 proving the runs in those areas.. >>
r those qtr mile, or 8th mile times

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

Date: Thu, 20 Nov 1997 11:07:47 -0700
From: Gary Manton <sasgmm@unx.sas.com>
Subject: Radio Needs

I am looking (with $$ in mind) to replace my AM only radio with the AM/FM
model for my '64 Dynamic 88.  I am not looking for one that is a new digital
radio designed to fit, but one of the original ones.  If someone has a
working one, please let me know.

Thanks,

G
          \\|//
          (o o)
~~~~~~oOOo~(_)~oOOo~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Gary M. MantonSAS Institute
Business Solutions DivisionPhoenix, AZ  85012
(602) 265-1616 ext. 230 - voice        (602) 265-8585 - fax
(888) 982-4079 - Pager

"In business as in life, your chances of being run over are doubled
if you stay in the middle of the road"
~~~~~~oooo~~~~~oooo~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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

Date: Thu, 20 Nov 1997 10:31:34 -0800 (PST)
From: Jack Karamanos <jalkara@whidbey.net>
Subject: Edelbrock Aluminum Oldsmobile Heads (fwd)

  This message is in MIME format.  The first part should be readable text,
  while the remaining parts are likely unreadable without MIME-aware tools.
  Send mail to mime@docserver.cac.washington.edu for more info.

- --214894456-1275431410-880050694=:6271
Content-Type: TEXT/PLAIN; CHARSET=iso-8859-1
Content-Transfer-Encoding: QUOTED-PRINTABLE
Content-ID: <Pine.LNX.3.95.971120102610.6271G@shell.whidbey.net>


              =20
=09Oldsmobile Aluminum V8 Cylinder Heads
>=20
>                              By Edelbrock
>=20
>                                =20
>=20
>=20
> The all new Edelbrock Performer RPM Aluminum Cylinder Heads for
> 400-425 and 455 Oldsmobile big block engines. This cylinder head has
> been a joint venture in design and ideas with Edelbrock and Mondello
> for over two years. These heads will accept all stock and after market
> intake and exhaust manifolds, plus any type of headers. All bolt
> patterns and accessory bolt pads are in stock location. The cylinder
> heads are supplied with 7/16" head bolt holes and can easily be bored
> for =BD" head bolts. The exhaust and rocker stud holes are heli-coiled
> for added strength and longevity. The combustion chamber volume is 77
> cc's and can be milled for smaller cc's if needed. The 356-T6 heat
> treated aluminum casting is very strong and durable, plus will give
> you a significant weight savings.
>=20
> You can run a higher compression ratio about 10 to 1 with today=92s
> gasoline without detonation, because of the heat dissipating aluminum
> design incorporating a new designed water jacket. The valve sizes are
> 2.072" intake valve and a 1.680" exhaust valve both with 11/32" valve
> stem size, 45 degree valve face, one piece stainless steel
> construction, undercut hard chromed stem (the valve guide angle is 6
> degrees). The pedestal-type stock rocker arm assembly has been
> replaced with a 7/16" rocker stud and a 3/8" guideplate, for
> adjustable rocker arms and will require special length 3/8" hardened
> chrome moly push rods. The OEM position, intake entry and exhaust
> exit, makes this head so unique because everything you now have will
> fit with no modifications. The 6051 Edelbrock Performer RPM head flows
> in prototype form, 299 CFM intake port flow and 207 CFM exhaust port
> flow. The stock intake port flow on a "C" casting cylinder head is 230
> CFM and the exhaust is 162 CFM, which is 30% less than the new
> Edelbrock head. The exhaust to intake flow ratio is 69%. The new
> double quench design combustion chamber has the spark plug angled at
> 45 degrees and moved over closer to the exhaust valve for a better and
> cleaner burning of the gases in each cylinder, producing more power
> and torque. The intake port is stock size and in stock location like
> the "C" casting Oldsmobile heads. The exhaust port is a totally new
> design, which is much shorter in height, "eliminating the dead area",
> but approximately the same width. The center line of the exhaust bolt
> hole to the top of the exhaust port is .870", while the stock "C" head
> is about .910". The exhaust port is 1.540" wide and 1.400" tall. The
> 6051 Edelbrock Performer RPM head is a high flow, high velocity
> cylinder head design. The valves are longer than stock OEM Oldsmobile
> valves. The intake valve is 4.756 long and the exhaust valve is 4.780
> long, which will require a taller than stock valve cover. The 6051
> Edelbrock heads will come with manganese bronze valve guides. The
> heads do not have any head cross over provisions for a choke stove
> type choke and have individual exhaust port runners for positive
> evacuation of the exhaust gases. The deck thickness is .625" finished.
> You can mill these head surfaces .080" to .100", to decrease the
> combustion chamber cc's for installation on 330-350 and 403
> small-block engines. You must use the 7111 Edelbrock Performer
> Manifold when using the 6051 or 6052 heads on a small block Oldsmobile
> engine. The 7111 has ample aluminum for port matching and good gasket
> sealing. The pre-counterbored head bolt holes will have to be bored to
> =BD" for use on 1977 to 1980, 350-403 and 1978 to 1985 diesel blocks
> being used for gasoline applications. The 6051 Bare Performer RPM
> Heads come with valve guides, hardened seats, 7/16" chrome moly rocker
> studs and 3/8" guide plates. The valve guides are not reamed or honed
> and the valve seats are not machined. The 6052 Complete Performer RPM
> heads come with stainless steel undercut valves, 7/16" studs, 3/8"
> guide plates, positive type valve stem seals, outer valve springs with
> flat wound dampener, chrome moly 11/32" valve spring retainers and
> 11/32" machined valve locks. The heads are assembled, ready to install
> on your engine. The valve springs can be used on any hydraulic or
> mechanical (non-roller) camshaft, up to 6000 RPM and .575 maximum
> lift. Joe Mondello feels this is the best performance cylinder head
> ever built for the 1965 to 1976 big block Oldsmobile engine and can
> also be adapted with some work to the small block Oldsmobile engines.
> This Performer RPM Cylinder Head out of the box will give you much
> more power and torque over the best heads ever built by Oldsmobile,
> plus it out flows any existing out-of-the-box manufactured aluminum
> Oldsmobile heads. Mondello Performance Products will offer 3 ported
> and polished versions of the Performer RPM Cylinder Heads with
> increased flow, power and torque. Street-Strip, Bracket Ported and All
> Out Competition Series. We will have twelve of our newest designed
> cams to compliment this new Performer RPM cylinder head in hydraulic,
> flat tappet and roller designs. We have seven High Performance, High
> RPM engineered valve spring kits with chrome moly or titanium
> retainers available, plus roller rocker arm kits in cast steel roller
> tip, aluminum and stainless steel roller rockers, chrome moly push
> rods, 3/8" x 7/16" rocker studs, poly-locks and aluminumew aluminum
> rocker arm stud girdle. We have 170,000 to 190,000 P.S.I. ARP head
> stud and head bolt kits in 7/16" & =BD", Mondello cast aluminum extra
> tall valve covers, special Posi-flow intake and exhaust manifold
> gaskets, rubberized cork valve cover gaskets (10 bolt hole). We also
> have a new Fel-Pro "O" ringed head gasket .039" compressed, especially
> made for this head and guaranteed to hold up to 12:1 compression with
> =BD" head bolts or studs. We also have a 5/16" guide plate available and
> 5/16" push rods, if you wish to go this way. Joe Mondello has been
> involved with this new Edelbrock Performer RPM Cylinder head since it
> was only an idea and a dream. If you need the most up to date
> technical assistance or for other Mondello Performance Products for
> this cylinder head, call Mondello's.
>=20
>   Always remember, at Mondello's "We make horsepower, not promises".
>=20
>       Web Page Coding By Bryce Dilger, Copyright =A9 1997, Mondello
>                       Performance Products, Inc.
News Flash :
=20
Mondello Performance Products, Inc. no longer sells parts to, through or
is associated in any way, shape or form with Dick Miller Racing of
Jackson, Michigan. Dick Miller Racing has not been our Eastern
Distributor since September, 1996. Dick Miller Racing now has his own
product line, WHICH IS NOT of Mondello design or quality. Always
remember, Joe Mondello earned the name of "Dr. Olds" by building the
world's finest Oldsmobile products and engine combinations for the
past 38 years. Mondello stands by two things, "Mondello originates,
competitors duplicate" and "We make horsepower, not promises". Don't be
fooled with other products that look the same, it doesn't mean they will
work the same. Mondello has spent 38 years researching and testing
products so you won't have to.

- --214894456-1275431410-880050694=:6271
Content-Type: TEXT/HTML; CHARSET=iso-8859-1; NAME="edelhds.html"
Content-Transfer-Encoding: QUOTED-PRINTABLE
Content-ID: <Pine.LNX.3.95.971120102610.6271H@shell.whidbey.net>
Content-Description:

<BASE HREF=3D"http://webs.tcsn.net/mondello/edelhds.html">

<HTML>
<HEAD>
<META HTTP-EQUIV=3D"Content-Type" CONTENT=3D"text/html; charset=3Dwindows=
- -1252">
<META NAME=3D"Generator" CONTENT=3D"Microsoft Word 97">
<TITLE>Edelbrock Aluminum Oldsmobile Heads</TITLE>
<META NAME=3D"Template" CONTENT=3D"C:\PROGRAM FILES\MICROSOFT OFFICE\OFFI=
CE\html.dot">
</HEAD>
<BODY LINK=3D"ª0000ff" VLINK=3D"ª800080">

<B><FONT SIZE=3D5 COLOR=3D"ªff0000"><P ALIGN=3D"CENTER">Oldsmobile Alumin=
um V8 Cylinder Heads</P>
<U><P ALIGN=3D"CENTER">By Edelbrock</P>
</B></U></FONT><P ALIGN=3D"CENTER"><IMG SRC=3D"Image31.jpg" WIDTH=3D432 H=
EIGHT=3D284></P>
<P ALIGN=3D"CENTER"><IMG SRC=3D"Image32.jpg" WIDTH=3D432 HEIGHT=3D310></P=
>
<P ALIGN=3D"CENTER">&nbsp;</P>
<FONT COLOR=3D"ª0000ff"><P ALIGN=3D"JUSTIFY">The all new Edelbrock Perfor=
mer RPM Aluminum Cylinder Heads for 400-425 and 455 Oldsmobile big block =
engines. This cylinder head has been a joint venture in design and ideas =
with Edelbrock and Mondello for over two years. These heads will accept a=
ll stock and after market intake and exhaust manifolds, plus any type of =
headers. All bolt patterns and accessory bolt pads are in stock location.=
 The cylinder heads are supplied with 7/16" head bolt holes and can easil=
y be bored for =BD" head bolts. The exhaust and rocker stud holes are hel=
i-coiled for added strength and longevity. The combustion chamber volume =
is 77 cc's and can be milled for smaller cc's if needed. The 356-T6 heat =
treated aluminum casting is very strong and durable, plus will give you a=
 significant weight savings. </P>
<P ALIGN=3D"JUSTIFY">You can run a higher compression ratio about 10 to 1=
 with today=92s gasoline without detonation, because of the heat dissipat=
ing aluminum design incorporating a new designed water jacket. The valve =
sizes are 2.072" intake valve and a 1.680" exhaust valve both with 11/32"=
 valve stem size, 45 degree valve face, one piece stainless steel constru=
ction, undercut hard chromed stem (the valve guide angle is 6 degrees). T=
he pedestal-type stock rocker arm assembly has been replaced with a 7/16"=
 rocker stud and a 3/8" guideplate, for adjustable rocker arms and will r=
equire special length 3/8" hardened chrome moly push rods. The OEM positi=
on, intake entry and exhaust exit, makes this head so unique because ever=
ything you now have will fit with no modifications. The 6051 Edelbrock Pe=
rformer RPM head flows in prototype form, 299 CFM intake port flow and 20=
7 CFM exhaust port flow. The stock intake port flow on a "C" casting cyli=
nder head is 230 CFM and the exhaust is 162 CFM, which is 30% less than t=
he new Edelbrock head. The exhaust to intake flow ratio is 69%. The new d=
ouble quench design combustion chamber has the spark plug angled at 45 de=
grees and moved over closer to the exhaust valve for a better and cleaner=
 burning of the gases in each cylinder, producing more power and torque. =
The intake port is stock size and in stock location like the "C" casting =
Oldsmobile heads. The exhaust port is a totally new design, which is much=
 shorter in height, "eliminating the dead area", but approximately the sa=
me width. The center line of the exhaust bolt hole to the top of the exha=
ust port is .870", while the stock "C" head is about .910". The exhaust p=
ort is 1.540" wide and 1.400" tall. The 6051 Edelbrock Performer RPM head=
 is a high flow, high velocity cylinder head design. The valves are longe=
r than stock OEM Oldsmobile valves. The intake valve is 4.756 long and th=
e exhaust valve is 4.780 long, which will require a taller than stock val=
ve cover. The 6051 Edelbrock heads will come with manganese bronze valve =
guides. The heads do not have any head cross over provisions for a choke =
stove type choke and have individual exhaust port runners for positive ev=
acuation of the exhaust gases. The deck thickness is .625" finished. You =
can mill these head surfaces .080" to .100", to decrease the combustion c=
hamber cc's for installation on 330-350 and 403 small-block engines. You =
must use the 7111 Edelbrock Performer Manifold when using the 6051 or 605=
2 heads on a small block Oldsmobile engine. The 7111 has ample aluminum f=
or port matching and good gasket sealing. The pre-counterbored head bolt =
holes will have to be bored to =BD" for use on 1977 to 1980, 350-403 and =
1978 to 1985 diesel blocks being used for gasoline applications. The 6051=
 Bare Performer RPM Heads come with valve guides, hardened seats, 7/16" c=
hrome moly rocker studs and 3/8" guide plates. The valve guides are not r=
eamed or honed and the valve seats are not machined. The 6052 Complete Pe=
rformer RPM heads come with stainless steel undercut valves, 7/16" studs,=
 3/8" guide plates, positive type valve stem seals, outer valve springs w=
ith flat wound dampener, chrome moly 11/32" valve spring retainers and 11=
/32" machined valve locks. The heads are assembled, ready to install on y=
our engine. The valve springs can be used on any hydraulic or mechanical =
(non-roller) camshaft, up to 6000 RPM and .575 maximum lift. Joe Mondello=
 feels this is the best performance cylinder head ever built for the 1965=
 to 1976 big block Oldsmobile engine and can also be adapted with some wo=
rk to the small block Oldsmobile engines. This Performer RPM Cylinder Hea=
d out of the box will give you much more power and torque over the best h=
eads ever built by Oldsmobile, plus it out flows any existing out-of-the-=
box manufactured aluminum Oldsmobile heads. Mondello Performance Products=
 will offer 3 ported and polished versions of the Performer RPM Cylinder =
Heads with increased flow, power and torque. Street-Strip, Bracket Ported=
 and All Out Competition Series. We will have twelve of our newest design=
ed cams to compliment this new Performer RPM cylinder head in hydraulic, =
flat tappet and roller designs. We have seven High Performance, High RPM =
engineered valve spring kits with chrome moly or titanium retainers avail=
able, plus roller rocker arm kits in cast steel roller tip, aluminum and =
stainless steel roller rockers, chrome moly push rods, 3/8" x 7/16" rocke=
r studs, poly-locks and aluminumew aluminum rocker arm stud girdle. We ha=
ve 170,000 to 190,000 P.S.I. ARP head stud and head bolt kits in 7/16" &a=
mp; =BD", Mondello cast aluminum extra tall valve covers, special Posi-fl=
ow intake and exhaust manifold gaskets, rubberized cork valve cover gaske=
ts (10 bolt hole). We also have a new Fel-Pro "O" ringed head gasket .039=
" compressed, especially made for this head and guaranteed to hold up to =
12:1 compression with =BD" head bolts or studs. We also have a 5/16" guid=
e plate available and 5/16" push rods, if you wish to go this way. Joe Mo=
ndello has been involved with this new Edelbrock Performer RPM Cylinder h=
ead since it was only an idea and a dream. If you need the most up to dat=
e technical assistance or for other Mondello Performance Products for thi=
s cylinder head, call Mondello's. </P>
</FONT><B><FONT SIZE=3D4 COLOR=3D"ª800080"><P ALIGN=3D"CENTER">Always rem=
ember, at Mondello's "We make horsepower, not promises".</P></B></FONT></=
BODY>
<H6><CENTER> Web Page Coding By Bryce Dilger, Copyright =A9 1997, <A HREF=
=3D"http://webs.tcsn.net/mondello/default.htm"> Mondello Performance Prod=
ucts, Inc. </A> </H6><CENTER>
</HTML>

- --214894456-1275431410-880050694=:6271--

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

Date: Thu, 20 Nov 1997 10:54:02 -0700
From: "Anthony Marstall" <anthony.marstall@mailcity.com>
Subject: Re: That putt..putt.. feeling??

>Hellooo all,
>
>I would like some help...
> My 77 Olds Cutlass is really feelin sluggish lately. It sort of feels like
>something is holding the car back. During acceleration on highways it just
>doesn't feel right. The engine is not straining itself or anything like
>that. Just to see if i could isolate the problem at highway speed i come up
>off the accelerator and carefully watch the speedo and listen to the car and
>it seems its slowing down prematurely, not abruptly but enough to feel that
>somethings wrong. Could this indicate a problem with the trans?
>
>Any help would be greatly appreciated. Thanks!!
>
Your brakes might be stuck in the applied position.  Check for plugged brake
lines, contaminated brake fluid which would cause master cylinder internal 
parts
to swell and block fluid return; check for any problem with the area around the
brake pads/shoes.
 After driving for a long distance, feel each wheel and see if any one wheel is
hotter than the others.  That would indicate which brake is being applied
continually. Of course, there could be other things causing the problem; this
is just one area to consider.

Anthony Marstall
'87 Olds Toronado Trofeo
'88 Olds Toronado Trofeo
'84 N*ssan 300ZX Turbo
'83 Olds Cutlass Supreme Brougham
'78 P*ntiac Grand Prix SJ




Get your free and private web-based e-mail from our new partner at
http://www.mailexcite.com

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

Date: Thu, 20 Nov 1997 15:05:33 -0500 (EST)
From: AGUY4RUMLI@aol.com
Subject: Re: E heads Big vs Small  valves and WTB(455)

In a message dated 97-11-20 04:13:42 EST, you write:

<< >>From the olds FAQ, I see that there were E heads with large and small
 >valves.  Can you tell the difference with out removing the heads?  What
 >about with the heads on.

 No, there is nothing externally to identify the heads as BV or SV units. You
 can tell, however, if you know what their original application was:

 BV=442, W-32 (SX), W-33 (Delta) and W-34 (Toronado GT) motors
 SV=all 2-bbl, all 98, L-31 (SX, Vista Cruiser and Delta 88-series), Toronado
 non-GT >>
What is the difference in actual valve size and is there any performance
advantages that would warrent a change in heads?

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

Date: Thu, 20 Nov 1997 15:05:49 -0500 (EST)
From: Shaun Miller <smille02@astro.ocis.temple.edu>
Subject: Re: q4 (fwd)- Olds Aerotech

On Thu, 20 Nov 1997 dana@asicstiger.com wrote:

>
> I too remember the aerotech.  But that was like 7 years ago.  Does Olds
> have any intention of beefing up the 2.4 liter TwinCam decendant of the Q4?
> I would really like to see them do it.
>
 Yea dana the aerotech was a few years ago.  they seemed to have
resurected the aerotech for testing on the aurora engine.  It did really
good bye the way. I would love to know if they are ever gonna beef up the
new cheapy q4's or bring back the old ones with some turbo or something.
great observation!  If anyone knows anything about this new dohc v6 thats
planned for the intrigue id love to hear about it, sounds like a real
winner!!

shaun
81 custom cruiser
89 calais gold edition
cheap beer enthusiest


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

Date: Thu, 20 Nov 1997 16:13:46 -0400 (AST)
From: Greg Beaulieu <ab348@chebucto.ns.ca>
Subject: Unbounce: Re.: phantom '57

- ---------- Forwarded message ----------
From:Larry Polesnak <ham@fam.net>
Subject: Re: phantom 57

Greg Beaulieu wrote:
>
> Is this the yellow '57?
>
> I don't know who owns it, but there was an outstanding yellow '57
Greg,I saw the pictures of the parade,and there is a car in Pittsburgh
that is exactly the same as that car I will try to find out if he was in
Lansing. He has the full skirts and same color,as soon as I saw it on
the web page I thought it was his... Larry Polesnak
        6    2    S    T    A    R    F    I   R   E

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

Date: Thu, 20 Nov 1997 16:14:42 -0400 (AST)
From: Greg Beaulieu <ab348@chebucto.ns.ca>
Subject: UNBOUNCE: Painting Prep

- ---------- Forwarded message ----------
From:Darrin Johnson <xdarrinj@dpcmail.itg.ti.com>
Subject: Painting Prep

I am planning to paint a radiator support this weekend and I have a few
questions.  The support will be freshly sandblasted to remove all rust and old
paint.  I was planning to use Eastwood's Corroless on the areas that were
rusted in hopes of preventing future rust.

Questions:
1) Do I need to use some type of metal prep on the bare metal, or will a good
cleaning with lacquer thinner be sufficient?
2) Should I only use the Corroless on the areas that were rusted, or should I
cover the whole support with it as a rust preventative?
3) Any ideas on what to use to measure the paint and thinner for mixing?  I
have some measuring cups that I was thinking about using, but I don't think
that they measure small enough quantities.

Any other advice for a first time painter would be welcomed.


Darrin Johnson
72 Cutlass Convertible

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Date: Thu, 20 Nov 1997 12:40:45 -0500
From: Jason Adcock <jadcock@vt.edu>
Subject: Re: 98 Intrigue

dana@asicstiger.com wrote:
>
> 2) they were aiming at the Toyota Camry market with that car, and judging
> from olds-enthusiast's reactions, it looks like they hit the mark.

If it helps, look at it this way.  It is probably well known by now that
Oldsmobile is GM's import-fighter division.  I don't think that's too bad.
Let us enthusiasts drive the monster 442's of yore and the newer generation
can buy the new Oldsmobiles instead of the Hondas, etc.  That's how I look
at it.  Just my $0.02
_____________________________

Jason K. Adcock
mailto:jadcock@vt.edu
http://www.erols.com/adcockjk

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

Date: Thu, 20 Nov 1997 12:41:12 -0700
From: dana@asicstiger.com
Subject: Re: q4 (fwd)- Olds Aerotech

smille02@astro.ocis.temple.edu on 11/20/97 12:05:49 PM

Please respond to oldsmobile@chebucto.ns.ca

To:   oldsmobile@chebucto.ns.ca
cc:   oldsmobile@chebucto.ns.ca (bcc: Daniel R. Anderson/ATC)
Subject:  Re: q4 (fwd)- Olds Aerotech






On Thu, 20 Nov 1997 dana@asicstiger.com wrote:

>
> I too remember the aerotech.  But that was like 7 years ago.  Does Olds
> have any intention of beefing up the 2.4 liter TwinCam decendant of the
Q4?
> I would really like to see them do it.
>
 Yea dana the aerotech was a few years ago.  they seemed to have
resurected the aerotech for testing on the aurora engine.  It did really
good bye the way. I would love to know if they are ever gonna beef up the
new cheapy q4's or bring back the old ones with some turbo or something.
great observation!  If anyone knows anything about this new dohc v6 thats
planned for the intrigue id love to hear about it, sounds like a real
winner!!

I think they're just planning on chopping two cylinders off either the
Cadillac or Olds variant of the northstar V8.

Here are my observations (and correct me if/where I'm wrong):

1)The intrigue is not exactly a lightweight car.
2)It is not offered with a manual transmission.
3)It currently has a very torquey and powerful feeling V6
4)They are planning to put a smaller DOHC V6 into it to increase appeal; a
DOHC seems more "high-tech" and/or "imported" than a conventional v6
5)A smaller DOHC V6 would not feel as powerful, even if it was rated at
higher HP, especially through an auto trans.

Are buyers that buzz-word oriented that they would prefer something with a
"DOHC" badge on it?
I guess we'll have to see how it drives.  I guess they could tune it for
low-end torque, but then you lose the powerful high-revving characteristic
that makes DOHC engine so much fun.

BTW, as you can tell by what I drive, I am certainly not opposed to small
high output engines.  But believe me, a Q4 in a heavy car with an automatic
 (ie '90 or'91 cutlass supreme)
is NO FUN AT ALL.

Dan Anderson
'90 Cutlass Calais HO q4

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Date: Thu, 20 Nov 1997 15:53:41 -0500 (EST)
From: RCKTPWR@aol.com
Subject: Re: 98 Intrigue

i think the newest cutlass is a disgrace to the names heritage.  The only
uglier car is the *hevy malibu of the same year.......UGLY and
BORING!!!!!!!!!!!!

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Date: Thu, 20 Nov 1997 16:09:04 -0500
From: Joseph Gambaccini <jgambaccini@ci.richmond.va.us>
Subject: Re: 98 Intrigue

good point, jason.  when i finally by new (and i won't get rid of my
442) it won't be olds.  by the way, v-tech vs. uva!!!   they're talking
about this game all over richmond.


Jason Adcock wrote:
>
> dana@asicstiger.com wrote:
> >
> > 2) they were aiming at the Toyota Camry market with that car, and judging
> > from olds-enthusiast's reactions, it looks like they hit the mark.
>
> If it helps, look at it this way.  It is probably well known by now that
> Oldsmobile is GM's import-fighter division.  I don't think that's too bad.
> Let us enthusiasts drive the monster 442's of yore and the newer generation
> can buy the new Oldsmobiles instead of the Hondas, etc.  That's how I look
> at it.  Just my $0.02
> _____________________________
>
> Jason K. Adcock
> mailto:jadcock@vt.edu
> http://www.erols.com/adcockjk

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

Date: Thu, 20 Nov 1997 17:11:24 -0500
From: Mike Rothe <MROTHE@prodigy.net>
Subject: Re: 80's 442/Hust VIN decoding

>  I'm looking
> for an 80's Hurst or 442 and want to be able to check the VIN when
> I do find one.

Easy.  Of course, Take for instance, an 85 vehicle.  A 442.  The 83/83
Hursts would be similar.  The EIGHTH digit in the VIN is important for
these animals.  The Hursts and 442s both used "9" in the eighth slot.
This designates it right away as either a Hurst or 442.  Every other
engine used a letter, such as the non-Hurst/442 307, which was "Y"

Here's a typical VIN:  1G3GK4796FR897435  The "1" is for the country
code, 1=USA, 2=Canada.  The "G" is for GM, the division is Olds, which
is "3", the second "G" is for body line, (G-body), the sales code is "K"
for Cutlass Salon (Calais for Hursts).  The "47" is for 2 door, (69 for
4-door).   Then the ever important engine code.  The "9" designates the
high-output LG8 engine code.  The "6" is a check digit (whatever that
is), and the "F" is for model year.  83=D, 84=E.  The "R" for build
plant (Arlington, in this example) and the "897435" is the plant
sequential ª.  Here's what's important--- the "9" is in the eighth
slot.  The High Output 307 was used ONLY in the H/O and 442s.   I'm not
including the 80 442, since it was fairly rare, and it had a 350 anyway,
even though it's still real cool.

Another way to tell, is look at the trunk sticker if still there.  The
code "W40" was used to denote the Hurst option, and "W42" was used to
denote the 442.  Also, the tranny code is "OZ".  SOME, not all, used a
underhood cowl metal plate that was stamped with some of the main option
information, and screwed onto the cowl.

If the sticker isn't there, and you are still confused, look at the top
of the accelerator pedal.  There is a "kickdown" looking switch, a la
TH400 style, that activates when you push the throttle to the floor.
However, it is not for the transmission.  It is for cutting out the A/C
compressor when the A/C is on and you floor it.  ONLY used on the LG8
engines.

Of course, the obvious, it has a chrome air cleaner lid on top of a dual
snorkel air cleaner, snorkels 180 degrees apart.  One has provisions for
the cool air inlet hose, the other is stubby, and just hangs out.  Quite
an expensive item, if you can even find it.  he Hursts and 442s did not
come with idle load compensators.  That's the little solenoid actuated
throttle kick up on the front of the throttle linkage that raises idle
when the A/C is turned on. And oh, yes, dual outlet exhausts were used
only on H/Os and 442s.

Air shocks were standard, as well as bucket seats, console and guages.
442 badges adorn the inner door panels if it is a 442, and of course,
the Hurst/Olds badge would be on the center A/C outlet cover if a Hurst,
as well as the famed Lightning Rods shifter.  Other than that, the
interiors are standard Cutlass fare.

87 442s used two types of trim colors inside though.  One being
Silver/gray and the other was a light woodgrain.  Oh, forgot to mention,
the 87s were Cutlass Supreme bodies.

The 442s/Hursts were devoid of trunk lip and lock trim and wheel well
trim was not used.  Niether was the lower wide stainless moldings.
Naturally, the H/O had front/rear spoilers, and hood scoop and no chrome
trim on the hood.   All 442/Hursts had 15x7 all-chrome SSII syle rims
with either a red pinstripe on the outer rim with silver inlay for H/Os
or a gold pinstripe with gold inlay for 442.

All 83/84 H/O's were (83) black over silver, or (84) silver over black
(except '88s).  The 85-87 442s came in white (85 only), black, gray
metallc, burgundy metallic, or dark blue metallic.  All over silver at
the bottom.

Armed with this information, you should be able to find out if you are
looking at a "real" or fake H/O or 442. However, it would be pretty
expensive to fake one.

This information is coming off the top of my head, so I hope I didn't
leave anything out.

Mike Rothe

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End of oldsmobile-digest V1 ª964
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