The Oldsmobile Cutlass was a series of automobiles produced by General Motors ' Oldsmobile division between 1961 and 1999. At its introduction, the Cutlass was Oldsmobile's entry-level model; it began as a unibody compact car , but saw its greatest success as a body-on-frame intermediate . The Cutlass was named after Vought F7U Cutlass , as well as the type of sword , which was common during the Age of Sail .
172-588: Introduced as the top trim level in Oldsmobile's compact F-85 Series, the Cutlass evolved into a distinct series of its own, spawning numerous variants. These included the 4-4-2 muscle car in 1964, the upscale Cutlass Supreme in 1966, the high-performance Hurst/Olds in 1968, and the Vista Cruiser station wagon . By the 1980s, Oldsmobile was using the Cutlass as a sub- marque , with numerous vehicle lines bearing
344-450: A 0–60 time of 9.2 seconds, with a top speed of 110 mph (176 km/h). The Jetfire's high cost (nearly $ 300 over a standard Cutlass hardtop) and reliability problems with its turbocharged engines limited sales to 3,765. Ultimately the Jetfire engine was far ahead of its time. With forced induction and an already high compression ratio, the Jetfire was capable of producing more torque than
516-408: A 0–60 mph time of 5.4 seconds, and turned the 1/4 mile in 13.9 seconds at 103 mph (166 km/h). 1969 4-4-2s were very similar to the 1968 except the division tooth between the grilles, the trunk lid inlets for the tail lights, wing windows deleted on Holiday Coupes and convertibles, steering lock ignition switch on the steering column, standard headrests were added to the front seats, and
688-492: A 1965 F85 4-4-2 with the four-speed manual, slicks, and headers and obtained a quarter mile acceleration of 13.78 seconds at 102.73 mph (165 km/h); Car Life ' s automatic 1965 ran the quarter mile in 15.5 seconds at 89 mph (143 km/h), with a 0 to 60 mph time of 7.8 seconds. Car and Driver tested a 1965 4-4-2 and did 0–60 mph in 5.5 seconds. Offered in four body styles, 4-4-2 sales rose to 25,003, including 3,468 convertibles. The 1966 4-4-2 shared
860-478: A 1968 4-4-2 with a 3.42:1 rear axle ratio and Hydramatic and attained 0–60 times of 7.0 seconds, and a quarter-mile time of 15.13 seconds at 92 mph (148 km/h). Top speed was reported as 115 mph (185 km/h). The base engine was still rated at 350 hp (261 kW), but only with the standard three-speed and optional four-speed; automatics were rated at 325 hp (242 kW). W-30s were rated again at 360 hp (268 kW). Car Life also tested
1032-480: A 3 in (76 mm) downward bow within a curved, longitudinal tunnel. Use of the torque shaft was the result of being forced to use the Corvair floorpan which, being a rear engine platform, had no drive shaft. To combine flexibility with strength in the proper proportion, the shaft was forged of SAE 8660 steel (high nickel, chrome and molybdenum alloying percentages) for torsion bar specifications. For automatic cars,
1204-423: A 3-speed manual (with synchromesh on the top two gears) and the newly introduced 3-speed Roto Hydramatic . Overall length was 188.2 inches (4,780 mm), and curb weight was around 2,800 pounds (1,300 kg). A few months after the model introduction, Oldsmobile added a "power pack option", which included a four-barrel carbureted, high-compression (10.25:1), dual exhaust version of the 215 cu in aluminum V8, and
1376-454: A 380-horsepower 455 cid V8 that was detuned slightly from 1968. 906 production Hurst/Olds Holiday Coupes were built, plus 6 prototypes and 2 convertibles. Performance was 0–60 in 5.9 seconds, the 1/4 mile in 14.03 seconds at 101 mph (163 km/h). 1970 was the pinnacle of performance from Oldsmobile. In order to keep up in the horsepower arms-race, General Motors dropped the cap on engine size in 1970, and Oldsmobile responded by making
1548-435: A 4-4-2 W-30 with the four-speed manual transmission and 3.91:1 rear gears, clocking a quarter mile time of 14.2 seconds at 102 mph (164 km/h). However, the magazine noted that Oldsmobile engineers had earlier posted a best of 13.7 seconds on the same test car with a fresh tune. New options for the 1970 4-4-2 included GM's variable-ratio power steering (option N47), a console-mounted Hurst Dual/Gate shifter for use with
1720-523: A 4.5 in (11 cm)-diameter circle (a "four-on-four-and-a-half" bolt pattern), with 14 in (36 cm) wheels. This arrangement was also not used by other General Motors cars at the time. Along with the Trophy 4 engine line another optional engine for the Tempest in 1961 and 1962 was the innovative aluminum Buick-built 215 cubic inch (3.5 L) V8 . It is estimated that just 3,662 Tempests were ordered with
1892-540: A Buick 231 V6 , Oldsmobile 260 V8 , Pontiac 301 V8 or Chevrolet 305 V8s with either two- or four-barrel carburetors. This generation could still be ordered with the T-50 Borg-Warner five-speed manual transmission for several model years. Oldsmobile 442 The Oldsmobile 4-4-2 (also known as the 442) is a muscle car produced by Oldsmobile between the 1964 and 1987 model years . Introduced as an option package for US-sold F-85 and Cutlass models, it became
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#17328515193772064-554: A GM policy limiting intermediates to engines of 400 cu in (6.6 L) or less. Cutlass and Vista Cruiser station wagons were likewise redesigned; the F-85 wagon was discontinued. Engine options were similar to the previous year, although the Cutlass's V8 option was expanded to 350 cu in (5.7 L), still with both two- and four-barrel carburetion. The variable-pitch stator feature of both optional two-speed Jetaway and three-speed Turbo Hydra-matic automatic transmissions
2236-517: A Turnpike Cruiser option was made available with a two-barrel carburetor; this was previously available on the Cutlass Supreme for 1967. 1968 was the first year for side marker lights and front outboard shoulder belts, and the last year for vent windows on hardtops and convertibles. 4-4-2s for 1968 had unique rear bumpers, with exhaust cutouts and special exhaust tips. In 1968 Oldsmobile partnered with Hurst Performance Research Corporation to create
2408-410: A clone of the Corvair, but instead GM gave Pontiac the lead to develop a new car in an interdivisional program coded named "X-100." John Z. DeLorean , Pontiac's chief engineer and general manager, went to work on a car that would meld components GM already produced. His objective was for the new model to be more than just an ordinary compact car. The Tempest was Motor Trend magazine's 1961 Car of
2580-559: A compact to an intermediate-sized car with a 115 in (2,900 mm) wheelbase and an overall length of 203 in (5,200 mm). The unibody, curved driveshaft and transaxle were gone, replaced by a traditional front engine, front transmission, body-on-frame, and solid rear axle design used by all of GM's other cars but the Corvette and Corvair. Together with its sister cars (the Oldsmobile F-85 / Cutlass and Buick Special / Skylark ),
2752-461: A conventional body-on-frame chassis with a perimeter frame which it shared with the newly introduced "A-body" Chevrolet Chevelle , and upgraded Buick Special and Pontiac Tempest . Wheelbase grew to 115 inches (2,900 mm), overall length to 203 inches (5,200 mm), and weight by more than 300 pounds (140 kg). Both the aluminum V8 and the Roto Hydramatic were discontinued in favor of
2924-460: A convertible was added to the lineup in September, available in both standard and Cutlass versions. An all-synchromesh four-speed manual became optional. Overall F-85 sales rose to 97,382, with the Cutlass displacing the four-door De Luxe sedan as the top-selling model. The Oldsmobile Jetfire was a Cutlass pillarless hardtop with a turbocharged version of the 215 V8, which Oldsmobile referred to as
3096-463: A four-door hardtop Holiday Sedan, a four-door Town Sedan, a convertible, a flat-top station wagon called the Cutlass Cruiser, as well as the fancier Vista-Cruiser station wagon. Counting all trim level and body style permutations, Oldsmobile's 1970 lineup included 15 different intermediate models. With GM tossing out the 400 cubic-inch limit for intermediates and the 4-4-2 now coming standard with
3268-432: A four-speed W-30 with a 4.33 rear end and recorded a 13.3 at 103.30 mph (166.2 km/h). All standard 1968 4-4-2 engines are painted a bronze–copper color, as with the 1967s, topped with a fire-red air cleaner. W-30 option cars were equipped with ram air intake hoses leading from chrome-topped dual snorkel black air cleaners to special under-bumper air scoops and set off by bright red plastic fender wells. In addition,
3440-411: A hand-operated headlamp dimmer switch built into the turn signal switch. All Cutlass models came standard with front disc brakes The standard engine was a 180-horsepower (134 kW) 350 Rocket V8 (K VIN engine code), a 200-horsepower (149 kW) 350 Rocket V8 with dual exhaust (M code), a 250-horsepower (186 kW) 455 Rocket V8 (U code, or L75), and a 270-horsepower (201 kW) 455 V8, with
3612-551: A hotter cam and W30-style heads. This engine was called the L77 (V code), and was used primarily in four-speed cars and automatics without air conditioning in the Hurst/Olds. Transmissions included a standard column-shift three-speed manual, optional four-speed Muncie M20 manual with Hurst shifter, and three-speed Turbo-Hydramatic automatic. Upgraded gauges were optional. Changes for 1974 included new taillight lenses and radiator grilles, and
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#17328515193773784-407: A major body restyle in 1968, as did all other GM A-body cars. Oldsmobile's was penned by the styling studio headed by Stan Wilen . Two-door and four-door models now rode different wheelbases: 112 inches (2,800 mm) for two-doors and 116 inches (2,900 mm) for four-doors. Ostensibly, this change was to allow more individual styling, although several engineers were quoted off the record as saying
3956-509: A model in its own right from 1968 to 1971, spawned the Hurst/Olds in 1968, then reverted to an option through the mid-1970s. The name was revived in the 1980s on the rear-wheel drive Cutlass Supreme and early 1990s as an option package for the new front-wheel drive Cutlass Calais . The "4-4-2" name (pronounced "Four-four-two") derives from the original car's four-barrel carburetor , four-speed manual transmission , and dual exhausts. It
4128-416: A modest facelift with other Cutlasses. It came with a 400 ci L78 V8 rated at 350 hp (261 kW)/440 lb•ft with a single four-barrel carburetor. Two new optional 400 ci engines offered even higher performance: the 360 hp (268 kW) L69 , with three two-barrel Rochester 2GC carburetors on a progressive linkage and 440 lb⋅ft (597 N⋅m) of torque, which was priced at US$ 264.54, and
4300-408: A naturally aspirated engine that was twice its size, significantly improving the engine's efficiency and usability in real-life driving conditions, turbo lag not being an issue at motorway speeds. But since turbo and supercharging the engine essentially means forcing the compression in the combustion chamber even higher, the Jetfire was prone to 'spark-knock' and without modern engine management systems,
4472-502: A new 400 cu in V8 . The Rochester four-barrel carburetor replaced both the standard GTO Carter AFB four-barrel and the Tri-Power carburetor option. The Turbo Hydromatic TH-400 replaced the previous Buick Super Turbine two speed automatic. The 326 cu in V8's remained unchanged. The four-barrel OHC six was uprated to 215 hp (160 kW; 218 PS). Front disc brakes were a new option along with
4644-500: A new cast-iron small-block V8 of 330 cu in (5.4 L) displacement and an optional two-speed Jetaway automatic transmission with variable-pitch stator . Buick's 225 cu in (3.7 L) V6 was the standard engine. It was the first time that Oldsmobile used a six-cylinder engine since the Oldsmobile Seventy Six was discontinued in 1950 while it was sourced from a different GM Division. The body styles of
4816-533: A new design with higher and thinner seat backs, or a no-cost bench seat option. Head rests were an option. Car Life tested an L69 4-4-2 with four-speed transmission and obtained a 0–60 time of 6.3 seconds and a quarter mile of 14.8 seconds at 97 mph (156 km/h). Motor Trend' s similar test car ran 0–60 mph in 7.2 seconds, with a quarter mile time of 15.2 seconds at 96.6 mph (155.5 km/h). Production slumped to 21,997. The 4-4-2 still constituted only about 10 percent of Cutlass sales. For 1967
4988-504: A new front fascia with bumper-mounted turn signals used only on the base model. There were newly mandated 5 mph (8.0 km/h) rear bumpers , with a new hydraulic energy absorpotion system. Both the 350 and 455 Rocket V8s were carried over unchanged from 1973 aside from revisions required to meet 1974 emissions regulations . The Turbo Hydramatic transmission became standard equipment on all Cutlass models. For 1975, Oldsmobile added two smaller engines to attract economy-minded buyers in
5160-450: A real walnut wood dash insert. Mechanically, the cars left the factory with two drive train combinations. Red 455 CID engines were backed by modified W-30 Turbo 400 automatic transmissions. A/C cars got W-46 engines with 3.08:1 rears while non-A/C cars got W-45 engines with 3.91:1 rears. While both engines were rated at 390 hp (291 kW), the W-45 engine received the cylinder heads from
5332-407: A rear-mounted transaxle and front-mounted engine very nearly gave the car an ideal 50/50 front/rear weight distribution. This, along with a four-wheel independent suspension, helped make the Tempest a nimble-handling car for the era. The front engine/rear transaxle design also eliminated the driveshaft/transmission tunnel in the front of the passenger compartment, while lowering the driveshaft tunnel in
Oldsmobile Cutlass - Misplaced Pages Continue
5504-411: A research octane rating of 91 or higher (equivalent to 87 octane by today's octane measurements). For 1972, there were minor style changes to the Cutlass, and the 4-4-2 reverted to being a Cutlass trim line (W-29 option) instead of the distinct model it was in 1971. The primary changes to the 1972 Cutlass were the front grilles and the tail lights. The straight six engine was dropped but would return to
5676-436: A return to horizontal headlights. Two-door models rode on a 112 in (2,800 mm) wheelbase and four-door models on 116 in (2,900 mm). The 230 cu in overhead cam sixes were enlarged to 250 cu in , with horsepower ratings unchanged while the 326 V8 was replaced by a new 350 cu in (5.7 L) V8 with horsepower ratings of 250 with two-barrel or 320 with four-barrel carb. The same lineup of models including
5848-412: A separate model from 1968 through 1971. The wheelbase was 112 in (2,845 mm), and over 33,000 were sold for 1968. Despite the engine displacement staying at 400 CID, the engine was based on the new 455 V8's 4.25 stroke, with the bore decreased (to 3.87). Torque came at 3000–3200 rpm as opposed to the early 400's 3600 rpm peak, mostly due to a milder base cam grind. Car Life tested
6020-476: A shorter 3.36:1 final drive ratio with either manual and automatic transmissions. This premium fuel-only engine was rated at 185 horsepower (138 kW; 188 PS) at 4,800 rpm and 230 lb⋅ft (312 N⋅m) at 3,200 rpm. Initial sales were somewhat disappointing, but were soon picked up by the May 1961 introduction of a pair of pillared two-door coupes, each with a different roofline and market placement:
6192-768: A single-barrel carburetor ; a hotter version with a 10.25:1 compression ratio and a single-barrel carburetor; and the most powerful Trophy 4 engine, which had a 10.25:1 compression ratio and a four-barrel carburetor. While both Trophy 4 engines (low and high compression) equipped with single-barrel carburetors produced 110–140 hp (82–104 kW; 112–142 PS), the high-compression, four-barrel Trophy 4 engine produced 166 hp (124 kW; 168 PS) at 4,800 RPM and 215 lb⋅ft (292 N⋅m) of torque at 2,800 RPM (all ratings are SAE Gross). The three Trophy 4 engine versions offered fuel economy ratings ranging from 18 to 22 MPG. Popular Mechanics reported fuel economy of 21.3 MPG at 60 MPH. The Trophy 4 engine
6364-630: A smaller platform again, they didn't return to the traditional naming convention of reintroducing the Series 70 and instead offered the new compact as the F-85 Series, inspired by the North American F-86 Sabre fighter jet, and beginning a new tradition of using fighter jet names for their products as the Jet Age began, and using nameplates as series designations, and was a revival of a naming convention
6536-483: A stereo 8-track tape player and hood-mounted tachometer. All 1967 Pontiacs got GM's safety package, mandated by Federal law, which included a dual-circuit braking system, energy absorbing steering column, wheel, and interior, shoulder belt anchors, four-way hazard flashers, and a new directional signal control that could be "flicked" for lane changes. A completely restyled Tempest was introduced for 1968 with streamlined Coke bottle styling , concealed windshield wipers, and
6708-465: A top speed of 116 mph (185.6 km/h). With the GTO receiving GM corporate sanction to receive their full-sized car's 389 V-8, Oldsmobile followed suit and replaced the 4-4-2's standard 330 CID with the new 400 CID (6.5 L). The definition of "4-4-2" was then restated as referring to 400 cubic inches, a four-barrel carburetor (a 515 cfm Rochester four-jet), and two exhausts. Output for
6880-421: A two-barrel carburetor and mild camshaft with the 400 cu in (6.6 L) engine and a (numerically) low axle ratio for efficient and relatively economical freeway cruising. The Turnpike Cruiser used the heavy-duty suspension of the 4-4-2, and was available only with a Turbo-Hydramatic. The term "Turnpike Cruiser" was a naming conflict due to the 1957–1958 Mercury Turnpike Cruiser . The F-85/Cutlass underwent
7052-591: A two-speed automatic transaxle controlled by a small lever to the right of the ignition switch on the instrument panel. Called TempesTorque in company literature but unmarked on the unit itself until 1963, it was similar in concept to the Chevrolet Powerglide automatic transmission used on the Chevrolet Corvair , although few parts overlapped. For 1962, a floor-mounted, fully synchronized four-speed manual transmission became available. At its introduction,
Oldsmobile Cutlass - Misplaced Pages Continue
7224-540: The Turbo-Rocket . This made the 1962 Jetfire the first ever turbocharged production car . Equipped with a Garrett AiResearch turbocharger and carburetor, the Turbo-Rocket engine was rated at 215 bhp (218 PS; 160 kW) at 4,600 rpm and 300 lb⋅ft (407 N⋅m) at 3,200 rpm. The Jetfire came with bucket seats and console, unique trim—two chrome fins on the hood and full-length contrast stripes on
7396-555: The Chevrolet Chevelle and Ford Torino to become the best-selling intermediate-sized car in America. The Cutlass was also the second-best selling car line in the U.S. in 1975, with only the full-sized Chevrolet Impala/Caprice ahead of it. The Cutlass became America's best selling car this year and would hold this title for most years into the 1980s. A restyled front end with waterfall-type split grilles and new rectangular headlights
7568-532: The Chevrolet Corvair in 1960 on the GM Z platform . The following year a second series of somewhat longer cars was planned for Buick , Oldsmobile, and Pontiac ; what would be termed "senior compacts" on the "Y" platform . They would share the same body shell and lightweight engine. Oldsmobile designer Irv Rybicki began work on the Olds model in 1957. It finally went on sale in 1960 as a 1961 model. The Oldsmobile F-85 shared
7740-561: The Chevy Corvair ). A Slant-4 engine connected to the 2-speed automatic transaxle via a flexible "rope" drive shaft . This configuration eliminated the driveshaft hump, yielding a flat floor with increased interior space. The Pontiac " Trophy-4 " was also unique, created by basically halving a standard Pontiac V8 block. Buick's aluminum 215 V8 was also optional in 1961 and 1962, but very few Tempests were so equipped. The Tempest line offered an optional LeMans trim upgrade. In 1964
7912-445: The Hurst/Olds rather than just adding Hurst shifters as with earlier models. The limited regular production run of 515 Hurst/Olds (459 Holiday Coupes/56 Sport Coupes) started out as regular 4-4-2s, but were treated to numerous distinct enhancements, both cosmetic and mechanical. All cars were painted Peruvian silver (a Toronado color) with liberal black striping and white pinstripes, exterior and interior H/O badging (unique to 1968), and
8084-479: The Indianapolis 500 in 1972. The H/O coupe was based on the notchback Cutlass Supreme Holiday coupe (not offered with the 4-4-2 option) and the Cutlass Supreme convertible, both of which came standard with a 270-net horsepower 455 Rocket four-barrel V8 or optional 300-net horsepower W-30 option 455. Both H/O engines were mated to Turbo 400 transmissions with console-mounted Hurst Dual Gate shifters. A H/O Vista Cruiser
8256-491: The Olds 455 V8 the standard 4-4-2 engine. Output was 365 hp (272 kW) and 500 lb⋅ft (680 N⋅m), with a 370 hp (276 kW) variant available with the W30 option. The 1970 model year can be identified by its vertical bars in silver grille, rectangular parking lights in front bumper, and vertical tail lights. The revised body style and increased performance resulted in
8428-577: The Oldsmobile Rocket 88 Club Coupe . Base model remained the F-85, with mid-level Cutlass S, and upscale Cutlass Supreme , as well as the 4-4-2, which became a distinct model instead of an option package. A limited-production model was the Hurst/Olds , a special 4-4-2 marketed by Oldsmobile and Hurst Performance . The H/O combined the 4-4-2 suspension package with a 455 cu in (7.5 L) Rocket V8, not ordinarily offered in Cutlasses because of
8600-459: The Oldsmobile Series 60 and Oldsmobile Series 70 which shared the GM A platform and GM B platform with Chevrolet and Pontiac models. The Series 60 was discontinued in 1948, while the Series 70 was cancelled in 1950. The division then offered multiple models using the Oldsmobile Series 80 and Oldsmobile Series 90 platforms during the 1950s. When the division decided to revisit offering
8772-457: The "K" code 350 single exhaust produced 180 hp (134 kW) and the "M" code 350 with dual exhausts produced 200 hp (149 kW). Positraction rear ends, axle ratios, gauges, Super Stock wheels, HD cooling and many sport type options were optional. The L77 "V" code engine was also available in the Hurst/Olds without A/C, code W-46, the W-45 L75 "U" code was standard with A/C. Both 455s used
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#17328515193778944-461: The 115-inch (2,900 mm) wheelbase had created problems with uncomfortable "freeway hop" owing to its resonance frequency. Overall length shrunk about 2.6 inches (66 mm), but curb weight rose approximately 75 pounds (34 kg) to 3,465 lb (1,572 kg) for the hardtop coupe. Two-door F-85 and Cutlass models adopted a semi- fastback roofline, which was a revival of a streamlining on all GM products from 1942 until 1950 as demonstrated on
9116-585: The 131,490 Tempests and LeMans models sold in the 1963 model year were ordered with it. Perhaps the most famous of all Tempests were the twelve 1963 "Super Duty" cars built to compete in the NHRA Factory Experimental class. These were assembled at the Pontiac plant in Michigan over Christmas 1962 with the knowledge of an impending General Motors ban on factory racing. Among those who successfully raced them
9288-434: The 1961 and 1962 models had been. These new models featured a redesigned transaxle that improved handling, as well as a high-performance option that was much more powerful than the rarely-ordered 215-V8. This new V8 option for 1963 was Pontiac's 326 cubic inch (5.3 L) V8 , an engine with the same external dimensions as the venerable Trophy 8 389, but different internal components designed to produce more torque. A new version of
9460-434: The 1964 model year. Oldsmobile's hasty response was to beef up their own popular Cutlass , a task given to a team led by performance enthusiast and Olds engineer John Beltz (later responsible for the distinctive and powerful Toronado ), aided by Dale Smith and division chief engineer Bob Dorshimer. Contrasted with the 1964 Tempest LeMans GTO with its 389 cubic inch V-8 (introduced in September, 1963 as an option package),
9632-420: The 215 engine, or about 1% of production. This engine produced, in its various incarnations, from 155–215 hp (116–160 kW; 157–218 PS) despite weighing just 330 lb (150 kg) installed. The engine blocks used for 215-V8 engines installed in Tempest models were distinct from 215-V8 engine blocks used in other models because, in addition to Buick factory markings, they were also hand-stamped at
9804-501: The 260 and 350 Rocket V8s were carried over. The big-block 455 Rocket V8 was discontinued and replaced by a new small-block 403 cubic inch Rocket V8. Transmissions included a three-speed manual (standard and only available with the V6 engine), five-speed manual (coupes with 260 V8 only) or three-speed Turbo Hydra-matic – optional on V6 models, included with the 260 V8 in sedans and 350 and 403 V8s on all models, and standard on station wagons. A sedan
9976-405: The 280 hp (209 kW; 284 PS) 326 HO engine with four-barrel carburetor and 10.5:1 compression ratio which required premium fuel. Transmissions included a standard three-speed manual with column shift, four-speed manual with floor-mounted Hurst shifter or a two-speed automatic; the latter was a version of Buick's Super Turbine 300 . The popularity of the high-performance 326/336 V8 in
10148-466: The 389 cu in (6.4 L), and equipped with a four-barrel carburetor (producing 325 hp (242 kW) or the soon to become iconic 345 hp (257 kW) 3 x 2 barrel Tri-Power set-up, the GTO proved to be the defining muscle car of the 1960s. Unlike other 1964 Tempests, the GTO was available as a pillarless hardtop coupe. Unsurprisingly, the success of the GTO prompted Oldsmobile to rush out its own high-performance option package for
10320-458: The 4-4-2 being awarded pace car duties at the Indianapolis 500 race in 1970. A high-performance W-30 package was offered, which added a fiberglass hood (option W25) with functional air scoops and low-restriction air cleaner, aluminum intake manifold, special camshaft, cylinder heads, distributor, and carburetor. Two W-30 equipped 4-4-2 Vista Cruisers were produced by special order. Rear shoulder seat belts were optional at $ 23. Motor Trend tested
10492-519: The 4-4-2 designation referred to the 400 cubic inch engine, four-barrel carburetor, and dual exhausts. By 1968, badging was shortened to simply "442", but Oldsmobile brochures and internal documents continued to use the "4-4-2" model designation. The 4-4-2 was born out of competition between Pontiac and Oldsmobile divisions of GM . The high performance GTO version of the Pontiac LeMans intermediate had proved an unexpected success midway through
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#173285151937710664-480: The 4-4-2 option could be ordered on either baseline F-85 or upscale Cutlass models, the 1967 4-4-2 package was based on the top-line Cutlass Supreme series, including the sport coupe (with center post), Holiday hardtop coupe and convertible. Standard equipment on all models included Strato bucket seats or no-cost notchback bench seat, full carpeting, expanded Morocceen vinyl upholstery, heavy-duty suspension with rear sway bar, and wide-oval tires. Like all cars sold in
10836-500: The 4-4-2's styling and base engine remained the same, save for minor trim changes, a distinctive louvered hood, and an increase in intake valve size to 2.067 from 1.99. The three-speed Turbo Hydra-Matic automatic transmission with Switch Pitch became available, replacing the two-speed Switch Pitch Jetaway, as was the case with the mid-sized muscle cars from other GM divisions (Pontiac GTO, Chevrolet Chevelle SS396, and Buick GS400). The heavy-duty floor-mounted three-speed manual transmission
11008-690: The 4-4-2. In essence the Rallye 350 was an appearance package (coded W45 ) tied to mandatory options, and could be ordered on the Cutlass S Holiday or Sports Coupe as well as on the F-85 Sports Coupe. All Rallye 350s were painted in Sebring Yellow with matching urethane-coated bumpers front and rear. The package also included special black and orange decals, blacked out grille and yellow-painted 7" wide Super Stock II rally wheels without trim rings, wearing G70×14" bias-belted Wide Oval blackwall tires. The engine
11180-592: The Chevy-built 250 cubic-inch inline six and Olds-built Rocket V8s of 260 , 350 or 455 cubic inches. A three-speed manual transmission was standard with the six-cylinder engine but Turbo Hydra-matic was optional with this engine and the 260, and required with the 350 and 455 V8s. A new option this year was the T-50 Borg-Warner five-speed manual transmission, which was available only with the 260 V8. New grilles highlighted all 1977 Cutlass models with Cutlass S sedans and coupes reverting to an upright grille/front end while
11352-527: The Cutlass Supreme convertible came with more woodgrain interior accents than the "S", along with an all-vinyl notchback bench seat with armrest or no-cost Strato bucket seats; a center console was optional. An AM/FM stereo radio with a tape player was $ 363. 4-4-2s could still be ordered with the additional W30 option, which included the still-potent L77 455 engine, rated at 300 hp (224 kW) and 410 lb⋅ft (556 N⋅m)s of torque with standard low-restriction dual exhausts. Other notable components of
11524-513: The F-85 Club Coupe, which became the lowest-priced Oldsmobile model, and the sporty F-85 Cutlass . The Cutlass came equipped with the 185 hp "power pack" drivetrain, and featured De Luxe-type exterior trim with a more upscale interior with standard bucket seats , upholstered in two-tone vertically pleated vinyl, and an optional center console. 80,347 F-85s were built in total for the 1961 model year. Car Life magazine tested an F-85 with
11696-684: The F-85/Cutlass called the 442 , and the next year for Buick to release a high-performance version of the Skylark called the Skylark Gran Sport , or GS. Both cars would enjoy success and join Chevrolet's Chevelle SS in GM's effort to capitalize on the exploding muscle car era. Engine offerings for the 1965 Tempest were the same as 1964, except the 326 HO was uprated to 285 hp (213 kW; 289 PS) and
11868-592: The GTO 389's uprated to 335 hp (250 kW) and 360 hp (268 kW) via higher rise intake manifolds. Styling changes included a new split grille with vertical headlights similar to the larger Pontiacs, revised taillights and a more slanted rear deck. A two-door hardtop coupe was added to the Tempest Custom line, while the Le Mans got a four-door sedan with a plush interior done in Preston Cloth trim similar to
12040-474: The L69 three two-barrel option. Inside, a revised instrument panel featured two round pods for the speedometer and other instruments, replacing the horizontal sweep speedometer of 1964–65 models, but the rest of the basic dashboard designed was unchanged. F-85 models had base interiors with bench seats and rubber floor mats while the more lavish Cutlass versions came with full carpeting and featured Strato bucket seats of
12212-611: The LeMans trim package upgrade, which featured front bucket seats. Tempest LeMans models were available with either the coupe or the convertible; there was no LeMans sedan or station wagon. And although Oldsmobile and Buick offered pillarless hardtops on the Cutlass and Skylark respectively, Pontiac did not offer a pillarless hardtop LeMans model. In 1963, the LeMans became a separate series; its sales were nearly 50 percent of combined Tempest and Le Mans production. 1963 models, referred to as senior compacts, were slightly larger and heavier than
12384-428: The LeMans and GTO. The Custom S came standard with Pontiac's unique overhead camshaft OHC-6 175 hp (130 kW) 250 cu in (4.1 L) engine. Also available was a 230 hp (170 kW) 265 ft⋅lbf (359 N⋅m) TQ OHC inline 6-cylinder with the "Sprint" package, a 265 hp (198 kW) overhead valve pushrod V8 350 cu in (5.7 L), and a 330 hp (250 kW) version of
12556-515: The MSRP of $ 2,663 ($ 26,161 in 2023 dollars ) for the coupe and $ 2,773 ($ 27,242 in 2023 dollars ) for the hardtop, along with additional optional equipment. A total of 2,999 were sold. Motor Trend tested an early 1964 4-4-2 with a 3:55 rear axle (standard ratio was 3.36:1) and found that the 3,440-lb (1,560 kg) car ran 0–60 mph (0–96 km/h) in 7.5 seconds, the standing quarter mile in 15.5 seconds at 90 mph (140 km/h), and reached
12728-453: The OHC six, marketed as an alternative to higher-priced European sport sedans, which had similar OHC engines. For those wanting V8 power, the 326 and 326 HO options continued with horsepower ratings of 250 and 285 hp (213 kW; 289 PS), respectively, and GTO engines stayed the same. Only minor changes were made to the 1967 Tempest, Custom and Le Mans models. The GTO 389 V8 was replaced by
12900-450: The Oldsmobile offering was a conservative package. Technically the "B09 Police Apprehender Pursuit" option, the 442 used the four-barrel carbureted 330 CID (5.4 L) V8 , known as L79, but with shorter valve spring retainers, longer pushrods, M400 rod and main bearings, and high lift camshaft , raising rated (SAE gross) output to 310 hp (231.3 kW) at 5,200 rpm. Torque remained 355 lb⋅ft (481 N⋅m), although
13072-485: The Pontiac plant with the Vehicle Identification Numbers of the individual vehicles that they were installed in. Thus, in 1961, all Pontiac 215 engine blocks begin with "161P"; for 1962 the stamping began with "162P". Further code numbers indicated the car's transmission (manual or automatic). In 1961, the transmission choices were a three-speed column-shifted manual with a non-synchronized first gear, or
13244-512: The T-37 as the base model, which in turn gave way to the LeMans name in 1972. In Canada from 1987 to 1991, Pontiac marketed a rebadged version of the compact L-body Chevrolet Corsica under the revived Tempest name. The Tempest was the result of a decision by the Pontiac division to enter the compact car market following the success of the Chevrolet Corvair. The division wanted to produce
13416-543: The TH400 automatic transmission . By 1972, the muscle car era was unmistakably in decline due to the twin blows of rising insurance rates and increasingly stringent Federal emissions standards. The 4-4-2 name reverted to an appearance and handling option package (option code W-29) in 1972 on the Cutlass Holiday coupe, Cutlass S sport coupe and Holiday coupe , and Cutlass Supreme convertible. The W-29 option
13588-461: The Tempest was available only as a four-door pillared sedan and as a station wagon that, like other Pontiac station wagons of the time, had the name Safari added to it. A pair of two-door coupes (one of which was named LeMans ) were added at the end of 1961, both in the 1961 body style. For the 1962 model year there were four Tempest models available: a sedan, a coupe, a station wagon, and a convertible. Customers wanting something fancier could opt for
13760-399: The Tempest was redesigned as a mid-size car on the updated GM A-body platform, which used a conventional drivetrain. The base Tempest, Tempest Custom, and Lemans became separate trim packages, with an optional GTO performance option available on the LeMans for 1964 and 1965. The GTO was offered as a separate model line beginning in 1966. The Tempest name was retired after 1970, replaced by
13932-419: The Tempest's introduction. Another departure from the other Y-body cars was the Tempest's 9 in (23 cm) brake drum, which used five studs on the same bolt circle ("five-on-four-and-a-half") and 15 in (38 cm) wheels - a configuration unique among General Motors cars. Both Buick and Oldsmobile had standardized their Y-body cars on an odd 9.5 in (24 cm) brake drum with four lug studs on
14104-410: The Tempest's weight by 260 lb (120 kg) over the weight of a Tempest equipped with a Trophy 4 engine; front/rear weight distribution changed somewhat to 54/46. Performance with a 326-powered Tempest was strong enough that Car Life magazine wrote "No one will wonder why they didn't use the 389." Fuel economy with the 326 could be as high as 19 mpg. The V8 option proved popular: 52 percent of
14276-573: The Tempest-based LeMans package the year before prompted Pontiac to give the option a special, sporty name: the GTO , after the Italian abbreviation "Gran Turismo Omologato" used to designate specially equipped street cars homologated for racing (though the opposite, producing a mandated minimum of street-legal race cars to meet the homologation requirement, is the norm). Available with Pontiac's largest V8,
14448-577: The Tempest/Le Mans moved to the new A platform shared with the new Chevrolet Chevelle , and all three cars received updates and modifications standardizing them throughout—including the wheels—by GM edict. The cars were, in ascending order, base Tempest, Tempest Custom, and Le Mans. Replacing the previous "Trophy 4" inline four-cylinder engine as standard equipment was a new 215 cu in (3.5 L) Pontiac straight six with one-barrel carburetor and 140 hp (104 kW; 142 PS). This six
14620-627: The Turbo Hydra-matic 400 transmission, while the 350 was mated to the Turbo 350. Interior trims for the 1973 4-4-2 included a cloth/vinyl or all-vinyl bench seat and rubber mats on base Cutlass coupe, while Cutlass S included full carpeting on floor and lower door panels, woodgrain trim, deluxe steering wheel and more luxurious cloth-and-vinyl or all-vinyl bench seat, or optional swiveling Strato bucket seats with vinyl trim that could be rotated 90 degrees for easy exit/entry. Center console with floor shifter
14792-449: The Turbo Hydra-matic transmission, and aluminum differential housing and cover (option W27). All Oldsmobile V8s received new Positive Valve Rotators for the 1970s to increase engine valve life. Despite an industry-wide softening of muscle car sales, the 4-4-2 returned in 1971 with only minor modifications from the previous year. Engine output was down for 1971 due to a lower compression ratio (8.5:1), which affected all of GM's engines as
14964-419: The U.S. for 1967, the 4-4-2 came standard with a group of occupant protection and accident avoidance features mandated by Federal law. This package included an energy-absorbing steering column and safety steering wheel, padded dash, recessed controls, four-way hazard flashers, and a dual-circuit brake hydraulic master cylinder. Production rose somewhat from the previous year, rising to 24,833. The 4-4-2 became
15136-654: The Vista Cruiser wagons. The 1970 F-85 and Cutlass was available in seven body styles, three of which were coupes: a pillared fastback Sports Coupe (in F-85, Cutlass S or 4-4-2 trims), an hardtop fastback Holiday Coupe (Cutlass S and 4-4-2 only), and finally a more formal notchback Holiday Coupe, only offered in Cutlass Supreme trim. This practice was similar to that followed at the time by Ford and Mercury for their intermediates, which were offered in both notchback and fastback coupes starting in 1968. Also available were
15308-609: The W-30 and the camshaft from the W-31, making it more suitable for higher rpms. All cars came with bucket seats and a Hurst dual-gate shifter in a mini-console. Also standard were numerous regular 4-4-2 options such as disc brakes, heavy duty cooling, and FE2 suspension. They shared the red fender wells and ram air setup with the W-30. Popular, but not standard, additional options included the tick-tock-tach and wood-grained steering wheel. Power front disc brakes were optional. The 1968 Hurst/Olds posted
15480-401: The W-31 option, conservatively rated at 325 hp (242 kW). The two-speed Jetaway automatic was still available with the Chevy-built 250 cu in (4.1 L) "Action-Line" six or the two-barrel 350 cu in (5.7 L) V8. The Turnpike Cruiser two-barrel 400 cu in (6.6 L) Rocket V8 was dropped and the four-barrel 400 engine from the 4-4-2 was available only in
15652-517: The W30 package included a lightweight aluminum intake manifold, the W25 fiberglass ram-air hood, anti-spin differential with 3.42:1 gears (3.73:1 available), and heavy duty cooling. Due to the low-vacuum at idle, air conditioning was not available, and power brakes were only available with an automatic transmission. Only 113 W30 convertibles and 659 W30 coupes were produced in 1972. A special edition Hurst/Olds paced
15824-572: The Year . Road & Track praised the Tempest as "exceptionally roomy" and "one of the very best utility cars since the Ford Model A ." In hindsight, DeLorean admitted that the Tempest was "less than successful," adding, "there was no mechanical problem, but the car rattled so loudly that it sounded like it was carrying half-a-trunkful of rolling rocks." It shared sheet metal with the Oldsmobile F-85,
15996-558: The aftermath of the 1973–74 energy crisis. These were the Chevrolet-built 250 cubic inches (4.1 L) inline six (previously offered from 1966 to 1971) and a new 260 V8 based on the Olds 350 Rocket V8, which continued as an option. Also continuing was the 455 Rocket V8, rated at 190 horsepower (140 kW). All engines had catalytic converters and required unleaded gasoline in the United States; Canadian buyers could opt to delete
16168-510: The automatic transmission (now officially stamped TempesTorque on the case) was redesigned to handle the new V8's additional torque. The four-speed manual transmission had not been redesigned, and very few V8-equipped Tempest models were built with this transmission. The three-speed manual transmission remained available for all engines. The high-compression 326 V8 engine's output was 260 hp (194 kW; 264 PS) and 352 lb⋅ft (477 N⋅m) of torque (SAE Gross). The actual displacement
16340-482: The base Tempest, Tempest Custom and Le Mans continued as in previous years. Other than elimination of vent windows on hardtop coupes, styling only received minor revisions for 1969, when the Tempest Custom was renamed the Custom S for this one year. However, model offerings were the same as 1968. A new three-speed Turbo Hydra-matic 350 automatic transmission was introduced and available with all engines as an alternative to
16512-530: The big engine rose to 345 hp (257 kW) and 440 lb⋅ft (597 N⋅m). The standard transmission became a three-speed manual with column shifter, with a floor shifter four-speed and Oldsmobile's two-speed Jetaway automatic transmission as optional. A heavy duty three-speed with Hurst floor shifter was introduced as a mid-year option. Other touches added to the 1965 were chrome body side scoops adorned with 4-4-2 badging, chambered dual exhaust pipes, chrome single snout air cleaner, and 4-4-2 badging on
16684-442: The bodysides—and a pressure/vacuum gauge mounted in the console (where it was almost hidden). Although much faster than a standard F-85, the Jetfire was criticized for having the same soft suspension as its less-powerful brothers, for its lack of a tachometer and other instruments, and for the poor shift quality of both the automatic transmission and the optional four-speed. Car and Driver tested an automatic Jetfire and obtained
16856-412: The carburetors via tubing from the front grill) and a hotter cam, under-rated as producing the same 360 hp (268 kW) as the L69. The battery was relocated to the trunk to make room for the air hoses, which prevented the package from being ordered on convertible models. Only 54 W30s were built by the factory, although an additional 97 were produced for dealer installation. The standard transmission
17028-431: The compact Omega. The Cutlass line was redesigned for 1973 using GM's new "Colonnade" A-body platform. The model lineup consisted of the base Cutlass, Cutlass "S", Cutlass Supreme, Cutlass Salon, Vista Cruiser station wagon, and the 4-4-2 appearance package on the Cutlass "S" colonnade coupe. While rooflines were shared with other GM divisions, the Cutlass bodies had two Oldsmobile-specific convex creases—one starting behind
17200-656: The company offered from 1928 to 1938 called the F-Series . Oldsmobile management decided to continue to take advantage of the "rocket" marketing strategy started with the Rocket V8 engine . The United States Air Force did previously produce a research fighter jet called the McDonnell XF-85 Goblin but it wasn't placed into production. During World War II, many GM factories temporarily suspended automobile production and manufactured fighter aircraft, bombers and aircraft engines for
17372-469: The converter. The three-speed manual transmission returned as standard equipment in conjunction with the six-cylinder engine on all Cutlass models except Salons and station wagons. However, only 0.2% of Cutlasses were built with a manual transmission as most buyers wanted the 350 V8 and Turbo Hydramatic as in previous years. The 1975 grilles were somewhat more angular and separated into eight pieces on each side. The front turn signals were now incorporated into
17544-411: The dash. Late in the year option N98 was added, which were chrome 14 in × 6 in (356 mm × 152 mm) wheels. It also offered standard bucket seats when optioned on the Cutlass and a 6,000 rpm tachometer , mounted in the optional console, more as decoration than for usefulness. Retractable front seat belts were optional. The turning diameter was 41 feet. Modern Rod tested
17716-464: The decision was made to upgrade the F-85, Jetfire and Cutlass to the all-new GM A platform , the GM Y platform was repurposed for the Chevrolet Corvette in 1976. Disappointing sales of the compact F-85, along with the introduction of Ford Motor Company 's intermediate Fairlane in 1962, prompted GM to enlarge the senior compacts for the 1964 model year. The new intermediate F-85 now rode
17888-478: The driver and front passenger. The new Salon package was offered first as a 4-door Colonnade sedan, which was joined in 1974 by a 2-door hardtop coupe. It was an upscale "European" style luxury/sports package, similar in concept to the Pontiac Grand Am, and was the first Oldsmobile with the international-flags emblem. The Salon included items such as upgraded suspension, radial tires , reclining bucket seats and
18060-451: The earlier gross units. The W-30 (that had 300 hp (224 kW) in 1972) had become a trim package. The L77 "V" code 455 was there, but only with the 4-speed wide-ratio M-20 transmission. 1973 was also the last year of the 4-speed manual transmission in the Oldsmobile "A" body. The L77 "V" code produced 270 hp (201 kW), the L75 "U" code 455 AT produced 250 hp (186 kW), while
18232-400: The first-generation Tempest had several features that differentiated it from the other compact GM cars. The engine was a 195 cubic inch (3.2 L) straight-4 marketed as the " Trophy 4 ," derived from the right cylinder bank of Pontiac's 389 cubic inch "Trophy 8" V8 engine . The Tempest featured a drivetrain with a rear-mounted transaxle that was coupled to a torque shaft arcing in
18404-562: The four-barrel Quadrajet carburetor replaced the tri carb setup. New red plastic inner fender liners became part of the W30 package. 502 factory W30 engines were built to meet NHRA homologation rules, along with an unknown number of dealer-installed packages. Cars tested a W30 4-4-2 with close-ratio four-speed and 4.33 rear axle (a dealer-installed only option), obtaining a quarter mile of 14.1 seconds at 103 mph (166 km/h) in completely stock form. 0–60 mph times were between 6.5 and 6.7 seconds. Unlike in previous years which
18576-417: The front wheel and running rearward into the door and curving upward at its trailing end, and the other curving down just ahead of the rear wheel and continued by the crease line of the quarter panel behind the rear wheel. The Cutlass "S" and 4-4-2 offered optional "Strato" bucket seats with high seatbacks and built-in head restraints ; these seats could be swiveled 90 degrees to permit easier entry and exit for
18748-478: The full-sized 88 , and semi-fastback rooflines with extended sail panels and tunneled rear windows on Sport (pillared) and Holiday (hardtop) coupes. The Buick V6 was replaced on base models by an Oldsmobile-badged "Action-Line 6" version of Chevrolet's 250 cu in (4.1 L) "Turbo-Thrift" straight-6 engine, while the 330 cu in (5.4 L) Jetfire Rocket V8 continued with power ratings of 250 and 320 horsepower (190 and 240 kW). New that year
18920-518: The full-sized Bonneville Brougham. A major facelift was made on the 1966 Tempest that included more rounded bodylines with a Coke-bottle effect similar to the full-sized Pontiacs. New four-door pillarless hardtop sedans were added to the Tempest Custom line. Under the hood, the Chevy-derived 215 six was replaced by a new 230 cu in (3.8 L) Pontiac overhead cam six , the only such engine found in an American production car at that time. This
19092-472: The grille. At the rear, new two-piece taillights were divided vertically. The S and Supreme both had a chrome strip atop the hood, while the Supreme also had the Oldsmobile logo mounted atop the grille. A fuel economy gauge was optional. The Cutlass line overtook the full-size Delta 88 as the best-selling Oldsmobile line in 1975, with the Cutlass Supreme coupe accounting for the majority of those sales, surpassing
19264-663: The larger 455 cubic-inch Rocket V8 from the big Oldsmobiles and previously used in the 1968–69 Hurst/Olds, Olds discontinued the 400 engine entirely and also offered the 455 as an option in the Cutlass S models and the Vista Cruiser wagons. There was an SX option that became available in 1970 and was available only on the Cutlass Supreme hardtop and convertible. The SX cars all had the 455 engine and TH-400 automatic transmission. The same assortment of three- and four-speed manual transmissions were carried over from previous years with Hurst shifters used on floor-mounted three-speeds and all four-speeds. The two-speed Jetaway automatic transmission
19436-459: The line was down to just two- and four-door sedans but expanded at mid-year with the introduction of the low-priced T-37 hardtop coupe, billed as GM's lowest-priced hardtop coupe. The Custom S became the Le Mans this year and the previous Le Mans series was renamed the Le Mans Sport. The Pontiac-built OHC six-cylinder engine was replaced by a Chevy-built 250 in inline six while the 350 V8
19608-448: The lineup in 1975. The Hurst/Olds used the Cutlass Supreme notchback hardtop and convertible bodies. A 1972 Hurst/Olds paced the Indianapolis 500 , and Olds built about 630 replicas, some 25% of them convertibles. The entry-level F-85 series was reduced to solely a four-door sedan, then discontinued mid-year due to low sales. This ended the use of the F-85 nameplate, although it would later resurface in 1975 on an entry-level version of
19780-417: The locking steering columns were federally mandated. Engine offerings were unchanged from 1968, but a new three-speed Turbo Hydra-matic 350 transmission was added to the option list and available with all versions of the 350 cu in (5.7 L) Rocket V8, including the standard two-barrel 350 cu in (5.7 L) version, four-barrel "Ultra High Compression" 310 hp (230 kW) option and
19952-489: The more aerodynamic slanted front end was only offered with the 4-4-2 option. "Oldsmobile" nameplates in a new sans-serif typeface replaced the former script ones. Inside was a slightly revised instrument panel with the clock relocated to the right side of the dash above the glovebox. This also marked the introduction of Oldsmobile's new mechanical digital clock. The Chevrolet inline six was replaced by Buick's 231 V6 (standard on all models except Salon and Vista Cruiser), while
20124-412: The name simultaneously. The compact Cutlass Calais , midsize Cutlass Ciera , Cutlass Cruiser station wagon , and flagship midsize Cutlass Supreme were among the models available during this time. In the 1990s, Oldsmobile began moving away from its traditional model lines, with other legacy vehicle nameplates like the 98 and 88 being discontinued in 1996 and 1999, respectively. The Cutlass name
20296-472: The new "Y-body" platform with the Buick Special and Pontiac Tempest , using a 112-inch (2845 mm) wheelbase and still-novel unibody construction. It was Oldsmobile's smallest, budget priced model—some two feet (60 cm) shorter and $ 451 ($ 4,645 in 2023 dollars ) less than the next-smallest Olds, the full-sized Dynamic 88 . The F-85 had double wishbone front suspension and a four-link live axle in
20468-476: The new intermediate muscle car market created by the Pontiac GTO that same year. Sales increased to 167,002 for 1964, not counting Vista Cruisers. For 1965 a modest facelift increased overall length to 204.3 inches (5,190 mm) while the front end received a "dumbbell-style" grille similar to full-sized Olds models. A bigger 400 cu in (6.6 L) engine was included with the 4-4-2 option, based on
20640-510: The newly introduced 425 cu in (6.9 L) engine from the full-sized Oldsmobiles while the Buick 225 V6 and Olds 330 Jetfire Rocket V8 were carried over from the previous year, with increased power ratings for the V8 options. Sales increased again to 187,097. The year 1965 was the first for Oldsmobile's "Rocket" logo that would last, with minor variations, until the 1990s. The 1966 models were slightly restyled again, with body lines similar to
20812-407: The older two-speed. Engine offerings were the same as before except for the 350 HO V8 engine gaining five-horsepower to 325. A new locking steering column with relocated ignition switch was introduced and front seat headrests became standard equipment. A new GTO option became available, The Judge . Featuring special decals, two Ram Air versions of Pontiac's 400 engine , and a rear spoiler, The Judge
20984-497: The only way to mitigate this was to use a 50/50 mixture of methanol and distilled water . The F-85 was restyled for the 1963 model year, to a crisper, more squared off design than the one of the 1961–62 models. While the wheelbase was unchanged at 112 inches, the new sheetmetal added 4 inches (100 mm) to the F-85's rear overhang, increasing overall length to 192.2 inches (4,880 mm). The Jetfire and its turbocharged V8 returned, for what would be its final year. Three-row seating
21156-466: The option list. GM-specification radial tires were introduced as an option. Interiors were similar to 1973 with cloth-and-vinyl or all-vinyl bench seats standard, or optional swiveling Strato bucket seats with Moroceen vinyl upholstery. The center console with floor shifter was optional with bucket seats. Pontiac Tempest The Tempest is an automobile that was produced by Pontiac from 1960 to 1970, and again from 1987 to 1991. The Tempest
21328-521: The optional L75 455 CID V8 in place of the standard Oldsmobile 350 V8 . Interior trims differed on each 4-4-2 bodystyle, much like the early 1964–66 models. For the base Cutlass hardtop coupe a basic two-spoke steering wheel, vinyl or cloth/vinyl bench seat, and rubber floor mats were standard; Cutlass S sport coupe and Holiday hardtop coupe featured full carpeting, deluxe steering wheel, courtesy lighting, and bench seats with cloth-and-vinyl or all-vinyl upholstery or optional Strato bucket seats; and
21500-479: The paint scheme. Twin hood stripes were now available to highlight the new dual-bulged hood. The 4-4-2 numerals grew to nearly double their previous size. Optional disc brakes had updated single-piston calipers. The exhaust manifolds featured a new center divider for better performance. Other changes to the engine were minimal, but the Turnpike Cruiser option was deleted. A new optional W-32 high-performance engine
21672-408: The pressure plate assembly, HD manual steering ratio 20:1 versus the standard ratio 24:1, performance rear axle ratio 3.36:1, dual exhaust, 14x6 HD wheels sporting 7.5 x14 US Royal 80XP Black with red stripe tire, front fender and rear decklid 442 medallions, and a dual snorkel air cleaner. The 442 was not equipped with power brakes or steering, unless added as an option. The frame, part number 3837595,
21844-497: The previous model returned, and a new Vista Cruiser , a stretched-wheelbase (120 inches (3,000 mm)) version of the standard station wagon featuring a raised rear roof with tinted skylights and a fold-down, forward-facing third seat, debuted on February 4, 1964. The 4-4-2 model, derived from the BO-9 police package, was also introduced in March 1964 (costing $ 285.14 in 1964), as an answer to
22016-406: The rare W30 . Besides the convertible, the 4-4-2 option was available on both hardtop and pillared coupes, which shared the same roofline. Besides the new sweeping C pillar on coupes which featured a "flying buttress" recessed rear window, the new body had high, round rear fenders giving the car a more muscular appearance. The W30 engine added an outside-air induction system (admitting cool air to
22188-435: The rear compared with a conventional front engine/front transmission layout. The Trophy 4 four-cylinder engine was promoted for its economy, but Pontiac also saved money on its assembly: Because it was based on the right cylinder bank of the Pontiac 389 V8 engine, both engines could be built on the same assembly line. There were three versions of the Trophy 4: An economy version with a relatively low 8.6:1 compression ratio and
22360-547: The rear, suspended with coil springs all around; the drum brakes had a diameter of 9.5 inches (240 mm). Unlike its platform mates, the first-generation F-85 was only ever offered with a V8 engine. Standard engine was the new Rockette 215 cu in (3.5 L) all-aluminum V8 , Oldsmobile's version of the Buick aluminum V8 , which later became the Rover V8 . With a two-barrel carburetor and an 8.75:1 compression ratio , it
22532-429: The result of a corporate policy requiring engines to run on lower-octane regular leaded, low lead, or unleaded gasoline, in preparation for the introduction of the catalytic converter on 1975-model cars. The base 455 was rated at 340 hp (254 kW), with the W-30 achieving a rating of 350 hp (261 kW). The W-27 option was downgraded to an aluminum cover for the cast iron differential housing. The 1971 4-4-2
22704-602: The roof was reinforced in anticipation of roll-over standards being imposed by the government. These cars were a few hundred pounds heavier and slightly larger than the 1972's. Consistent with 1972, the 4-4-2 option remained a handling and appearance package, code W-29, and was available on the Cutlass and Cutlass "S". It consisted of a faux louvered hood, FE2 suspension, specific grilles, emblems and stripes. Items such as dual exhaust and super stock wheels were optional, reflecting an industry-wide weaning of U.S. consumers from large powerful cars. Power figures are all net , rather than
22876-699: The same engine with higher compression and a 4-barrel carburetor . Pontiac marketed a rebadged version of the compact L-body Chevrolet Corsica as Tempest, for Canada, Israel and GCC only, beginning in model year 1987. The Tempest was built alongside the Corsica at the Wilmington Assembly plant in Wilmington, Delaware . Discontinued in 1991, the Tempest was replaced with the Grand Am sedan. The 1987-1991 Pontiac Tempest came in two trim levels, base (equivalent to
23048-416: The same exterior sheetmetal as the 1970, but with a new hood, grille, and headlight assemblies, as well as new bumpers and taillights. Four new exterior body colors were offered, Viking Blue, Lime Green, Bittersweet, and Saturn Gold. The famous "Rocket" V8 continued in several different sizes and power options, with both the large 455 and 'small-block' 350 available with either 2- or 4-barrel carburetors. This
23220-411: The same manner as modern drag racing transmissions do. On October 31, 2008, one of the rarest factory race cars, the missing Stan Antlocer Super Duty Tempest Le Mans Coupe, was auctioned on eBay. The seller started the auction at $ 500 being unaware of the car's true value. Eventually, the car was sold for $ 226,521. In 1964, the Tempest was redesigned as a more-conventional vehicle and enlarged from
23392-447: The shaft was 0.65 in (17 mm) in diameter and 87.25 in (2.216 m) long, while the manual-box shaft was 0.75 in (19 mm) by 82 in (2.1 m). This joined the forward engine and the rear transaxle (therefore no transmission hump) into a single unit, helping to reduce vibration. The design, known as "rope drive," had been seen previously only on General Motors' 1951 Le Sabre concept car . The combination of
23564-403: The standard 180 hp (134 kW) Rocket 350 four-barrel V8 or optional 230 hp (172 kW) Rocket 455, which reintroduced the W-30 code that signified the top 4-4-2 engine option package from 1966 to 1972. Power steering and Turbo Hydra-matic transmission became standard equipment on 4-4-2 and all other Cutlass models. The four-speed manual transmission with Hurst shifter was dropped from
23736-462: The standard engine and automatic transmission, and recorded a 0–60 (0–96 km/h) time of 14.5 seconds, with a top speed just over 100 miles per hour (160 km/h). They praised its construction, but found its steering too slow and its suspension too soft for enthusiastic driving. For 1962 styling changes were minor, and included a new grille, different chrome ornamentation on the bodysides and new interior trim. The existing F-85 models returned, and
23908-459: The three bodystyles offered on the 1970 Tempest and T-37. After this year, the T-37 was dropped. In 1972 all Pontiac intermediates took the Le Mans nameplate except the GTO. The Pontiac Tempest Custom S was a one-year only Pontiac nameplate offered during the 1969 model year car as a replacement for the "Tempest Custom" trim level in the Division's line-up. Originally to be called the "Pontiac TC", it
24080-431: The torque peak rose from 2800 rpm to 3600 rpm. Enhanced handling was credited to the heavy duty (HD) suspension package that included HD springs (30% higher rating), HD shocks (valving with 50% more restriction), a 15/16 diameter front and 7/8 diameter rear sway bar, and boxed lower rear control arms with denser bushings. Other standard 442 equipment included Muncie M20, heavy duty clutch with higher rate springs in
24252-489: The transmission decide when to shift. Or it could be placed in a manual mode, much like today's computer-controlled automatics. A 1970-only offering was the Oldsmobile Rallye 350 , a value-priced high-performance model using the 350 engine. It was intended for younger buyers that wanted the performance and looks of a supercar , but might have trouble with the rising insurance premiums associated with 455-engined cars like
24424-551: The war effort, and emphasizing their contribution was reflected in the division's decision to name their products after fighter aircraft. Starting in 1929, GM did own Allison Engine Company which manufactured aircraft engines for the United States Military until 1992 when the Allison Division was sold. General Motors began developing its first compact cars in 1956, beginning with initial planning on what would become
24596-501: Was Wild Bill Shrewsberry , who turned low 12-second quarter-mile runs in the 1963 NHRA Winter Nationals driving for Mickey Thompson . Shrewsberry still owns his car, and it is still equipped with Pontiac's "Powershift" transaxle as retrofitted later in the 1963 season. Developed specifically for the Super Duty model, this was essentially two Chevrolet Powerglide automatics in a single four-speed unit, allowing clutchless shifting in much
24768-499: Was 336 cubic inches, but according to lore, since General Motors management edict declared that no GM compact was allowed to have an engine that was larger than the Chevrolet Corvette 327 V8, the advertised displacement for the Tempest V8 was 326 cubic inches. However, for 1964, the engine's displacement was adjusted so that it actually was 326 cubic inches, making the 1963 "326 V8" a single-year engine. The cast-iron V8 engine increased
24940-460: Was a three-speed manual with column shift and the two-speed Jetaway automatic with switch-pitch torque converter was optional. Hurst shifters became standard equipment with floor-mounted manual transmissions including the optional heavy-duty three-speed, M-20 wide-ratio four-speed or M-21 close-ratio four-speed. The standard 350-horsepower 400 engine could be ordered with any of the four transmissions, while only manual transmissions could be ordered with
25112-559: Was added to the Supreme Brougham line, while the Salon lost its sedan version. 632,742 Cutlasses were built in 1977, the highest production for the model. The 1978 Cutlass was downsized to the new version of GM's A-body with a shorter, 108-inch (2,743 mm) wheelbase. This Cutlass was lighter than earlier versions at around 3,300 pounds (1,500 kg), and it could be ordered with any of several engines built by GM's different divisions;
25284-454: Was also the first American-built engine to use a belt to time the camshaft to the crankshaft rather than a chain. The base OHC had a one-barrel carburetor and was rated at 165 hp (123 kW; 167 PS), designed for economy buyers. Optionally available as part of the Sprint option package on non-wagons was a four-barrel, high-compression 207 hp (154 kW; 210 PS) version of
25456-464: Was available in a hardtop coupe and convertible body type. The sport coupe disappeared for the first time since 1964, only to return in 1972. 1971 Model Year Appearance changes included a black grille with silver surround, silver headlight bezels, round parking lights in front bumper, and horizontal tail lights. Quarter mile performance as reported by Road Test magazine was 15.2 seconds at 99 mph (159 km/h), and 0–60 mph in 8.9 seconds, using
25628-414: Was available with an automatic; it came with the W-30's forced air induction system, but had the base engine's milder cam. A total of 297 were built, including 25 sport coupes and convertibles each. The Hurst/Olds returned, with a cameo white and fire frost gold striped paint scheme, large functional ram air mailbox hood scoops, rear pedestal spoiler, 15" SSII chrome plated rims, European racing mirrors, and
25800-421: Was basically a smaller bore (3.75") version of the 230 cu in (3.8 L) Chevrolet straight-6, offered as a Pontiac exclusive. This is one of the earliest "Corporate Engine" arrangements General Motors utilized. Optional engines included two versions of the 326 cu in (5.3 L) Pontiac V8 introduced the previous year: a two-barrel 250 hp (186 kW; 253 PS) regular fuel option; or
25972-523: Was built in both Lansing and Fremont. The package was dubbed 4-4-2 based on its combination of four-barrel carburetor, four-speed manual transmission , and dual exhausts. It was available on any F-85 or Cutlass model except the station wagon , although most were Cutlass hardtop coupés (Oldsmobile archives indicate that approximately 10 four-door sedans were built with the B09 option) with an optional list price of $ 136 ($ 1,336 in 2023 dollars ), added to
26144-523: Was discontinued entirely with the three-speed Turbo Hydra-matic now the sole offering for shiftless driving. Cutlass S coupes with the optional Strato bucket seats and Turbo Hydra-matic could be equipped with the Hurst Dual-Gate shifter (also known as the "His and Her-Shifter") in conjunction with the extra-cost center console. The Hurst Dual-Gate made it possible to either put the transmission in Drive, and let
26316-449: Was discontinued. The 1969 F-85/Cutlass models received only minor trim changes from their '68 counterparts such as a now-Olds trademark split grille with vertical bars and vertical taillights. Per federal safety regulations, headrests were now standard equipment and the ignition switch moved from the instrument panel to the steering column to lock the steering wheel when not in use, in common with all other 1969-model GM cars, one year before
26488-406: Was down to a two-barrel 255 hp (190 kW; 259 PS) version. New engine offerings included 400 in³ V8s rated at 265 hp (198 kW; 269 PS) with two-barrel carburetor and 8.6:1 compression ratio or 330 with four-barrel and 10.25:1 compression. The Tempest nameplate was phased out after the 1970 model year. For 1971, it was replaced by a new T-37 series that included each of
26660-450: Was dropped on station wagons. On automatic transmission models only, the compression ratio of the "Cutlass" engine was raised to 10.75:1, pushing output to 185 hp (188 PS; 138 kW) at 4800 rpm and 235 lb⋅ft (319 N⋅m) at 3200 rpm. A Delcotron alternator became standard on all models, as well as on the rest of the Oldsmobile car line. Overall sales climbed again to 121,639, of which 53,492 were Cutlasses. When
26832-516: Was dropped, with the Cutlass S nameplate now applied to the entry-level coupe and sedan this year – both of which featured an aerodynamic slanted front nose in contrast to the upright front ends of other Cutlass models including the Cutlass Supreme coupe, sedan and wagon, Vista Cruiser wagon, Cutlass Salon coupe and sedan, and the new Cutlass Supreme Brougham coupe. The 4-4-2 option was still offered on Cutlass S coupes as an appearance/handling package. Engine offerings were carried over from 1975 including
27004-423: Was generally reliable, but could be harsh when it was out of tune, due to its inherent lack of secondary balance and absence of balancer shafts. The Tempest was offered with quite a few options such as air conditioning, transistor radios, windshield washers, a parking brake warning light, padded safety dash, child-proof door locks, and dealer-installed seat belts, as such restraints were not yet Federally required at
27176-695: Was introduced as an entry-level compact in October 1960 at the Paris Auto Show for the 1961 model year. Built on GM's first unibody chassis, its new Y-platform was shared with the Buick Special / Skylark and Oldsmobile F-85 / Cutlass . While the Buick and Olds versions used a conventional drivetrain, the Pontiac had a unique, innovative design. The Tempest featured a front-engine/rear - transaxle layout that very nearly resulted in an ideal 50/50 weight distribution, together with independent rear suspension for nimble handling (a swing axle design similar to
27348-431: Was introduced that would become an Olds Cutlass trademark in coming years, lasting into the late 1980s. Coupe bodies were reshaped for a smoother, less contoured look than the 1973–75 design, a design change shared with Buick's A-body coupes. Cutlass sedans and wagons kept their bulges through the end of model year 1977. Taillights were revised and the license plate/fuel filler was moved above the bumper. The base Cutlass line
27520-474: Was likewise retired in 1999 in favor of the all-new Oldsmobile Alero , ending nearly 40 years of continuous Cutlass production. Oldsmobile first used the Cutlass name on an experimental sports coupe designed in 1954. It rode a 110 in (2,800 mm) wheelbase, and featured a dramatic boat-tailed fastback roofline and stock V8 . Its platform was similar to the compact F-85 introduced seven years later. For model years 1939 and 1940, Oldsmobile introduced
27692-463: Was not available on Cutlass Supreme notchback hardtops. The 4-4-2 option package, which carried a modest sticker price of $ 29, consisted of the "FE2" suspension upgrades (heavy duty springs & shocks, front and rear sway bars, boxed lower rear control arms, and 14- by 7-in [356- by 178-mm] wheels), side striping, fender and decklid badging, faux hood louvers, and a unique grille. The rear bumper sported cutouts for exhaust tips, but only when paired with
27864-455: Was not unique or modified for the 442 option, and could be found under F85s equipped with a manual transmission. There was an HD frame option in 1964, part number 9773002; which was boxed, but it was not standard equipment for the 442. Unlike the 1965 442 model built in Lansing, the 1964 442 does not have an option code on the data plate. There is documentation available showing that the 1964 442
28036-463: Was now standard with the Muncie M-20 and M-21 four-speeds optional, all with Hurst shifters. Front disc brakes were a new option. A GM policy decision banning multiple carburetors for all vehicles except Ed Cole 's beloved Corvette and the Corvair saw the demise of the L69 with its triple carburetors, a rare option for Olds and an icon for Pontiacs since 1957. The W30 remained available, although
28208-464: Was optional with either the 4-speed manual or Turbo Hydra-matic transmissions. The 1974 4-4-2 received the same facelift as other Cutlasses that year including a revised grille and new flush taillights over a newly mandated 5 mph (8.0 km/h) rear bumper to match the similarly mandated front bumper introduced in '73. It remained a handling and appearance package available on both base Cutlass and Cutlass S Colonnade coupes. Engine offerings included
28380-405: Was originally conceived as a barebones muscle car based on the Tempest to compete with the new sub-$ 3,000 Plymouth Roadrunner . Plans for the new model were terminated, and Pontiac division head John DeLorean opted to create a GTO variant instead. Minor styling revisions, that included a new front grille treatment, highlighted the 1970 Tempest, which was the final year for the nameplate. Initially,
28552-427: Was originally written "4-4-2" (with badging showing hyphens between the numerals), and remained hyphenated throughout Oldsmobile's use of the designation. Beginning in 1965, the 4-4-2s standard transmission was a three-speed manual along with an optional two-speed automatic and four-speed manual, but were still badged as "4-4-2"s. Because of this change, from 1965 on, according to Oldsmobile brochures and advertisements,
28724-549: Was provided for the Medical Director. Appearance changes included a silver grille with black surround, black headlight bezels, round parking lights in front bumper, and 3-section horizontal tail lights. Originally expected to debut for the 1972 model year, the new "Colonnade" body style was delayed until 1973 due to an auto workers strike in 1972. The body was redesigned to feature massive 5-foot (1.5 m) long doors and energy absorbing bumpers. The rear windows were fixed and
28896-447: Was rated 155 brake horsepower (116 kW; 157 PS) at 4,800 rpm and 210 lb⋅ft (285 N⋅m) at 3,200 rpm. Specifications for the base engine remained the same throughout the 1961–1963 production run. The first-year F-85 was offered in two body styles, a four-door sedan or a four-door station wagon with either two or three seats, and in a choice of two trim levels, base or De Luxe. Transmission options were initially
29068-413: Was slotted between the Tempest and LeMans in price and features. The Custom S was available in six different body designs: two-door convertible , hardtop coupe, sports coupe, a 4-door sedan , a 4-door hardtop, and a station wagon. The sports coupe can be differentiated from the hardtop by the presence of a vent window in the front door. Interior and exterior appointments fell between the Tempest and
29240-513: Was the Cutlass Supreme four-door hardtop sedan also dubbed the Holiday Sedan by Oldsmobile, the first such body style for Olds' intermediate line. Changes for 1967 included the availability of optional disc brakes and the three-speed Turbo-Hydramatic to supplement the two-speed Jetaway. A new option was the Turnpike Cruiser package on Cutlass Supreme coupes and convertibles, which used
29412-482: Was the L74 air-inducted high-compression 350 cu.in. Rocket V8 engine, fitted with a Quadrajet carburetor and producing 310 hp (230 kW). Required options were the associated "Force-Air" fiberglass vented hood, dual exhaust with 4-4-2-style megaphone outlets, 3.23:1 axle ratio, heavy-duty "Rallye-Sport Suspension" with front and rear stabilizers , sports mirrors and sports steering wheel. The 1971 model shared much of
29584-450: Was the last year for the 250 cubic-inch six-cylinder engine, as it had not been a popular offering in Olds intermediates. All engines were now fitted with hardened valve seats, preparing for the upcoming mandate for unleaded gasoline that took effect with the introduction of catalytic converters on 1975 models. The 1971 Olds engines also featured lowered compression ratios and designed to run on regular leaded, low-lead or unleaded gasoline with
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