Olds FAQ -- W Machines
NeoSadist
W Machines
W-30 {1968-1980}
W-31 {1968-1970}
W-32 (1969-1970)
W-33 (1970)
W-34 (1968-1970)
W-40 (1983-1984)
W-41 (1991-1993)
W-30
All W-30s, for all years, were also referred to by the factory as Outside
Air
Induction (OAI) systems. The W-30 option was in addition to the 442
option.
Some with automatic transmissions used column shifters instead of floor
mounted shifters.
Authentication
This is sort of a prickly subject because the factory was concerned with
producing vehicles, not the desires of collectors thirty years later! So
you
will find some (maybe a lot) of stock, factory, not mickeyed, un-numbers
matching vehicles.
It seems to be a matter of record here on the list that Olds was kind of
"loose" with the correspondence between the series designation in the VIN
and
the style number on the body plate, in the period of 1968-1969. As much as
we
would like to think that Olds inscribed those numbers on the cars purely
for
the sake of collectors verifying the correctness of these cars thirty
years
after the fact, the real purpose of them was convenience and
record-keeping in
the production process. So, if the Lansing plant was able to produce 442's
efficiently, with the right parts, by simply installing all the parts in
the
regular Cutlass bodyshell (which would differ from the 442 shell by only
two
digits in that data plate), then there's no reason for them not to. Of
course,
the VIN would have to reflect the models that the dealers actually
ordered,
and since different prices were given for the different models, a dealer
who
was expecting a VIN beginning with 344 would feel cheated if he got a list
of
an incoming car beginning with VIN 336.
In theory, the VIN and Body (cowl) Tag should match, but it is really the
VIN
that counts. For example, Lansing 442's (at least) came off the line with
regular Cutlass body plates, even though the VIN is correct for a 442.
However, someone could have changed the VIN - check for new rivets! One
other
way to think about this: if someone did alter the car to look like a 442,
why
would they add the VIN, but not the body plate, from a 442? A body plate
is a
lot simpler to replace; would someone with an original 442 try to pass it
off
as a regular Cutlass by installing a "336..." body plate?
1967 through 1971 W-30's have red inner fender wells. 1967 through 1969
have a
four inch diameter hole cut in the horizontal surface of the inner fender
directly behind the head lights on each side for the ducting to the
under-the-bumper scoops. Typically this hole will have a rough edge which
makes it look like a custom job.
The aluminum intakes (W-30 or W-31) were not produced until the 1970 model
year.
1970 through 1972 used the W25 OAI hood rather than the under-the-bumper
scoops so there would be no holes in the fender well.
Starting in 1972, the inner fender wells are black, although the first 10
1972
W-30's came with red fender wells (Actual fact by Helen Early, Olds
Historic
curator). These 10 cars would have had to be produced in late 1971.
All W-machines for the 1966 to 19?? model year were made in Lansing ("M"
is
the 7th character in the VIN). W-30s have less body and sound insulation.
Unfortunately, 1968 to 1971 442's can be made up to W-30's if they have
all
the right parts. The real way is with a build sheet. For 1972 only, the
VIN of
a real W-30 will contain an X. In short, just make sure it is a 442 with
the
VIN stating 344 and look for options.
To identify if the car is a REAL W-30
Look for a build sheet first. It is found on top of the gas tank, or
behind
the rear seat or even under the front seat or under the carpet. If not
found, then make sure the VIN starts with 344. That determines it is a
442.
The build sheet for a Canadian car cannot be used to determine a W-30.
Not
just a Canadian car (as in built at the Ontario plant), but any US built
car
that was sold in Canada also.
If there seller knows what they have, they should be able to produce at
least some original paper work.
Look for things such as the correct heads, aluminum intake that says
Oldsmobile, red inner fender wells, a posi tag, disc brakes, an (OW)
transmission, OAI hood and air cleaner and check the numbers of the
distributor and carburetor. And all W-30s had the Ralley Pac as standard
equipment, and either a Muncie 4 speed or a specially calibrated TH-400
automatic with code "OW".
Check the serial number on the engine, stamped on a pad below the
drivers
side head at the front of the engine. This will probably require a
mirror
and possibly some cleaning. This should be 8 characters long and match
the
last 8 characters of your VIN.
What about those frame braces? Also, are the lower control arms boxed or
open on the bottom? Rear (and front) sway bars were often removed to
help
traction for drag racing. If there are no boxed lower arms or frame
braces,
I would be suspicious. Also, the axle might have been changed,
especially if
it was flogged heavily.
Check the block and head sections for component ids to further evaluate
a
W-30's genuineness. Keep in mind that it is theoretically possible for
someone to have installed all of this equipment in an attempt to fake
it. On
the other hand, locating, purchasing, and installing all of this
hardware
would have been so expensive that it would have been more cost effective
just to buy a real W-30 - making highly unlikely that the car is a fake.
Watch out for heads and block that have had the id code ground away and
modified, possibly built up with JB Weld. Check the casting number of
the
block and heads. These are smaller and harder to change.
The four speed would be the same as in a 442. Nothing to identify it as
a
W-30 transmission. The TH-400 "OW" code transmission was used in
automatic
W-30s.
Check and compare the rear end code. Make sure the correct rear end
cover is
in place.
Before looking at the car, be willing to walk away.
Motorbooks International's Oldsmobile 4-4-2 & W-Machine Restoration Guide
is a
good beginning reference.
If you are mad that a fake is being passed off as the real thing, and feel
strongly about such blatant fraud, write down the VIN number, and then
notify
the seller that you are going to run the VIN through DMV every 6 months or
so,
and if you find out it has been sold, you will contact the new owner, and
notify them that you had previously told the seller that the car was a
fake.
If someone sells a vehicle fraudulently, then under federal law they are
liable for twice the difference in value to the new owner, plus they face
a
prison sentence.
It does work! So far on the two vehicles that I have done this, one owner
changed the car back before selling, and the other parted his out. If
there is
one thing I hate it is people who try to sell fakes to unsuspecting
people. It
only causes headaches to those of us who happen to own real versions of
these
cars.
Please refer to the Engines section for authentication as well!
Please refer to the Blocks section for authentication as well!
Please refer to the Heads section for authentication as well!
Please refer to the Intake Manifolds section for authentication as well!
Please refer to the Exhaust Manifolds section for authentication as well!
Please refer to the Carburetors section for authentication as well!
[ Thanks to Brad Otto, Lance Mackey, Mark Prince, Nick DiGiovanni, Art
Fuller,
Ray Moriarty, Kurt Heinrich, Joe Padavano, others for this information ]
1966:
Authentication:
All the 1966 W-30's were built in June 1966 in Lansing, MI. Build date
codes include 6A.
A 442 performance option. Very rare! Only available on tri-power (3x2
barrel carburetors) models. All tri-power cars (from the factory) were
manual trans.
Convertibles could not use the W-30 package because it was necessary
to
route the 4 inch duct hoses through the normal battery location.
Therefore, there were no W-30 convertibles made - buyer beware! All
W-30s
had the battery factory mounted in the trunk over the right rear
wheel.
The fellow with absolutely the most knowledge of 1966 to 1967 W-30's
is
Curt Anderson. He is the advisor on these cars for the Olds Club of
America. He can be reached at 612-398-3079, P.O. Box 506, Kimball, MI
55353-0506. You will not be disappointed in spending the phone call to
Curt.
Only 54 factory made, to meet NHRA drag racing mandates. The NHRA rule
mandated that these be assembly line/factory built units. All were
hardtops,
no convertibles. They were apparently considered something special by
the
factory right from the start because the air cleaner/shroud of each car
was
stamped with a unique number, 1 through 54. They were sold only to
selected
dealers, and virtually all were used in drag racing.
A very small number (~95) of dealer installed W-30 packages were also
installed. These over the parts counter W-30s are called "Track Pac
Cars".
These were not numbered. About 13 are known to remain. The only
difference
between a factory W-30 and the "Trak-Pak" versions would be that the
factory
supplied engines were pretty much blueprinted right in Lansing.
The "Trak Pak" dealer installed W-30 packages included a cam, springs,
bumper installed air intakes, big chrome air cleaner (shroud in GM
speak),
cables and related items to mount the battery on the rear kick up in the
trunk. The owner would have to also purchase the L-69 items in order to
install this package, unless already on the car.
The L-69 option was the tri-power setup and not necessarily a race
package
any more than the equivalent GTOs of the period. The ram air packages
were
much more drag strip oriented. Olds called their system outside air
induction or OAI. The order option code was W-30.
Although overshadowed by the high compression 455 CID motors of the 1970
model year, these are arguably the fastest W-30 Olds' produced due to
the
light weight of the 1966 models and the highly tuned, select built 400
CID
motor. Intake scoops were placed near the middle on each side of the
front
bumper by moving the park/turn signals inboard about a foot. 4 inch
ducting
hoses routed cool ambient air to a special air cleaner assembly. The air
cleaner was a two piece affair which covered the three carbs, the top
part
was chromed, the base black painted steel. These two parts sandwiched
the
air filters for each carb in place.
Factory ProductionStandard Club Coupe 25
Deluxe Holiday Hardtop 8
Cutlass Sports Coupe 5
Cutlass Holiday Coupe 16
Cutlass Convertible 0
Total 54
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Bob Handren, others for this information ]
1967:
Authentication:
Some 67 W-30's were built the third week of March (3C build date code
on
the body tag), and all were built in Lansing. If that doesn't match,
it
might be one of the even rarer dealer "Trak Pak" cars.
There were no 1967 W-30 convertibles made - buyer beware!
The fellow with absolutely the most knowledge of 1966 to 1967 W-30's
is
Curt Anderson. He is the advisor on these cars for the Olds Club of
America. He can be reached at 612-398-3079, P.O. Box 506, Kimball, MI
55353-0506. You will not be disappointed in spending the phone call to
Curt.
502 were factory assembled for 1967, to meet NHRA drag racing mandates.
The
NHRA rule mandated that these be assembly line/factory built units.
maybe a
hundred or so dealer installed cars. Since the battery was in the trunk,
this package could not be installed in convertibles. This was the first
year
where red fender liners were used to mark the W-30 package. Only factory
installed W-30s received these distinctive pieces. An unknown number of
dealer installed W-30 packages were also available. In any case, this is
the
second most rare W-30 of the muscle car wars. Probably less than 100
remain.
An air cleaner/shroud similar to the 1966 version was used. The
differences
were that since all GM models except the Corvette were restricted to
single
carbureation, only a single Quadra-Jet 4 barrel carb was used. A large
chrome air cleaner was still used as well as the 4 inch ducting hose. It
was
routed a little differently. The air inlets were now placed between the
headlights. Each side had an upper and lower inlet which supplied air
through the radiator support. These connected to a "Y" shaped duct
behind
the lights in the radiator support which connected to the 4 inch hose.
A "Trak-Pak" similar to that of 1966 was available. The "Trak-Pak" did
not
include the red fender liners. Since these are not being reproduced,
they
are a very good indicator of an original 1967 W-30.
The 1967 W-30's were very successful drag racing packages with nearly
the
same eventual performance as the 1966 versions.
Factory ProductionCutlass Supreme Sports Coupe 129
Cutlass Supreme Holiday Coupe 373
Cutlass Supreme Convertible 0
Total 502
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Bob Handren, others for this information ]
1968:
Authentication:
All 1968 W-30s had manual brakes, as the cam was considered not to
generate enough engine vacuum to operate the power booster.
A posi rear end was also standard.
The dual-snorkel air cleaner housing consisted of a black base and a
chrome lid.
4" diameter cloth ducts running down to the under the bumper scoops
feeding the 400 CID engine. While these units are often missing, there
should at least be two sheet metal clips (one bolted to each inner
fender)
which located the ducting. These are bent spring steel strips, about
3/4"
wide and bent into a 4" diameter circle. The clips actually cover
about
270 degrees of the circle, with the open ends flared out slightly.
Red plastic inner fenderwells with 4" holes cut in the surface just
behind
the headlights for the air ducts. Note that repro red fenders are
available, but the ones I've seen are not as well made as the
originals.
One easy check is to look at the two square raised pads on the
driver's
side inner fender (these were used as the mounting location for the
cruise
control unit if the car was so equipped). These are about 1.5" square
and
located about in line with the horn relay. On the repro units I've
seen
these pads are amorphous blobs, while on the original units they are
well-defined with sharp edges.
Raised letter "D" cast into the cylinder heads just forward of the
number
1 spark plug and just aft of the number 8 spark plug.
If the car has a TH-400, the transmission (if original) will have a
metal
tag with the letters "OW" on the right side of the housing.
The windshield washer tank should be on the passenger's side inner
fender.
This was done on O.A.I. cars only to allow room for the air duct.
All W-cars were built in Lansing, so the VIN should start out
344_78M...
(the "_" will be the number 6, 7, or 8, depending on whether the car
is a
convertible, sport coupe, or holiday coupe, respectively; the "M"
represents the Lansing plant).
The Fisher Body data plate will have either a 336... or a 344... body
number. In either case, the plate should indicate LAN for a
Lansing-built
car.
Cowl tag build date codes include 2A.
All 68 W-30 cars came with the fender rally stripes. These are the
bumblebee stripes (three vertical stripes: narrow-wide-narrow) on the
front fenders above and below the 442 emblems. These stripes were
optional
on non-W cars, but mandatory on the W-30 that year (the message here
is
that the presence of stripes does not prove the car is a W-30, but the
absence of stripes guarantees that it is not). Note that Olds actually
repositioned the emblems rearward on cars with the stripe, so if the
car
has been repainted without the stripes, the emblems will still be in a
different position than on other 442s.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Joe Padavano for this information ]
1969:
Authentication:
Must be a Lansing built car. "M" in the VIN tag
Should have one of the following rear end codes with the VIN on the
rear.
a.
TM = 3.42:1
b.
TO = 3.91:1
c.
TY = 4.33:1
Should have the close ratio 4 spd. code XF with VIN on the
transmission.
Red fenderwells with holes for Ram Air tubes.
Cylinder Heads should be "D" code.
Manual Disc Brakes ONLY! (ALL 4 spd.'s have the 328 degree cam).
Distributor # 1111933 (if original).
Carb # 7049254 (if original).
Used under the bumper scoops feeding the 400 CID engine.
Special front fender braces that run from the front bottom edge of the
fender (where I believe they are rubber mounted), up to the radiator
support. I'm sure the W-machines had the special braces to clear the
OAI
hoses. A '69 W30 forgery would probably have missing or incorrectly
altered braces.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
1970:
Authentication:
Must be a Lansing built car. "M" in the VIN tag.
Build date codes include 3D.
Intake will be casting number 406115, with OLDSMOBILE W-455 in
raised
letters. Some were cast with OLDS W-455, but will have the same
406115
casting number. Some restoration guides don't state this
discrepency.
"F" cylinder heads.
The W-25 OAI fiberglass hood was standard.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
13.88 covering the @#188; mile.
1971:
Authentication:
The inner fenderwells would be RED.
The intake manifold would be ALUMINUM with "OLDS W-455" across it.
The heads would have ID/code "H".
Letter "M" in the VIN (for lansing, MI).
Auto transmission is code "OW".
The correct distributor for an auto would be 1112034.
The correct distributor for a stick would be 1112036.
The 1971 W-30 used carb number 7041257 for automatics, 704256 for
manuals.
The W-25 OAI fiberglass hood was standard.
There were 920 W-30s made in 1971, of which 110 were ragtops.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Kurt, Mike Rothe for this information ]
1972:
Authentication:
The X in the VIN means a W-30 car.
Should have an aluminum intake manifold that says OLDS W-455.
The first 10 1972 W-30's came with red fender walls (actual fact
verified
by Helen Early, Olds History Center curator). These 10 cars would have
had
to be produced in late 1971.\
Quadr-jet carb number 7042251 was used on automatics and all 455's.
7042953 is the 4 speed carb number.
The W-25 OAI fiberglass hood was standard.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Matt Cremean, Mark Prince for this information ]
1980:
Authentication:
They were built randomly throughout the year.
The first part of the VIN must refer to the Cutlass Calais body
style.
The 442 W-30 option could only be had on the Cutlass Calais
platform.
The engine code in the VIN must be an "R" which was a 350/4bbl. The
350
could only be had with the 442 W-30 on 1980 G-body Olds.
The body tag's only relevant information is the paint code for upper
and
lower. The White/Gold or Black/Gold color scheme was unique to the
442
W-30 option in 1980.
Tranmission has to be a TH-350 stamped with the code "LJ", no others
got
that.
Only 886 made, 538 black, 348 white. W-30 simply gave the car W-30
decals,
nothing more. The paint scheme is the same as the 1979 H/O. Externally,
the
only differences that I can see between a 1979 H/O and the 1980 442 W-30
is
that the 1980 has 4 headlights. A rear deck spoiler is a dealer
installed
opttion, not factory. There are 442 badges on the fenders, rear trunk
and
interior door panels. Engine is a 350 with 3A heads.
Engine Specs:
Transmissions:
A TH-350 with the code "LJ". No other cars used that trans code.
Rear Axles:
[ Thanks to Jason Labay for this information ]
W-31
A Cutlass w/350 CID performance option, not a 442 option.
Technically, the W-31 was only built in 1969 and 1970. While not called a
W-31, the equivalent vehicle was available and called the "Ram Rod 350" in
1968. All W-31's came with manual brakes only, due to the 308° duration
cams
(e.g. not enough vacuum to operater power brakes). But it's not hard to
add a
booster, though. You just need a reliable vacuum source.
Authentication:
Special dual snorkle air cleaner with chrome lid. Inner fenders have
special
holes in them for air induction system, along with brackets on the inner
fenders for the hoses and scoops. Inner fender wells are black, not red;
red
is incorrect for a W-31.
Exclusive to the W-31 was a special bend in the fuel line near the fuel
pump. It's WHERE the bend occurs that determines the W-31. The W-31's
have
the bend clamped to the frame after the plate that is welded between the
channels of the frame, whereas non-W-31's have the bend clamped to the
frame
on that plate.
W-31 balancers are HUGE compared to regular 350 and 455 balancers. Don't
ask
me why-- they just are.
The car should have front AND rear sway bars with boxed lower rear
control
arms like the 4-4-2.
If the car is an auto, the code on the tranny is JO.
Please refer to the Engines section for authentication as well!
Please refer to the Blocks section for authentication as well!
Please refer to the Heads section for authentication as well!
Please refer to the Intake Manifolds section for authentication as well!
[ Thanks to Tony Waldner, Chris Smetana for this information ]
1968:
Authentication:
Special carb number 7028255.
F-85 W-31 "Ram Rod". I believe Olds only produced 501 of them. It had a
325
HP 350 CI engine with Ram Air (under the bumper scoops feeding the 350
ci
engine) and came with a Hurst 4-speed.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Chris Smetana for this information ]
1969:
Authentication:
Special carb number 7029255.
Distributor number 1111975.
Under the bumper scoops feed the 350 CID engine.
A total of 26 Cutlass convertibles with the W-31 package were built in
1969.
It also happened to be the ONLY year that a W-31 could be had as a Rag
Top.
A very, very, rare W-Machine!
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Chris Smetana, Michael Hall for this information ]
1970:
Authentication:
The ram air (OAI) hood is only correct for 1970 W-31's.
Special carb number 7040255.
The W-25 OAI fiberglass hood was standard.
For some reason, Olds did not differentiate the transmission types
produced
in the Cutlass line, so I have never been able to find a breakdown for
the
number of manual vs. the automatic tranmissions produced.
1,352 were sold.
207 F-85 club coupe
116 Cutlass club coupe
1029 Cutlass hardtop coupe
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Bryan Bodine, Nick DiGiovanni, Chris Smetana for this
information ]
W-32
"For the person who wants something in-between the W-31 and W-30".
Aside from the engine sticker, the other way to identify the W-32 SX would
be
the OG code on the transmission. Though both 4-bbl motors (L31 and W-32)
were
rated at 365hp, the L31 had the 2.00" intake valves, while the W-32 had
the
2.07" valves. Basically, the L31 was the Delta 88 motor, and the W-32 was
the
442 motor.
1969:
Authentication:
Special carb number 7029251.
A 442 option upon which 297 were built (25 Sport Coupes, 247 Holiday
Coupes, and 25 Convertibles.). 350 hp compared to 360 for the W-30. a
toned down, "more streetable" version of the W-30 with a milder cam
(286
degree and .472 lift) that could run power brakes and a standard
TH-400
transmission. The W-32 option provided W-30 equipment (the same OAI
but
the engine was basically the 4 speed combination) with a milder cam
and
mandatory auto transmission, as well as W-32 badges, a decal above the
front quarter marker lights.
It was not hand assembled or blueprinted. The cam specs were slightly
different than the stick engine. The W-30 cam provided inadequate
vacuum
for A/C, and so A/C was unavailable with W-30 that year, so it stands
to
reason that W-32, with its smoother cam, could have been sold to
people
who wanted a performance boost and air conditioning.
It appears that in 1969, Oldsmobile was fiddling with the horsepower
numbers - one of their publications lists the W-32 engine at 360 HP,
while
all of the other charts I found list it at 350 HP. Also, the dealer
literature says that A/C is not available, but the W-Machines brochure
doesn't list A/C as an option not available. My guess is the brochure,
being simply a single piece of blue paper folded twice, was a first
stab
at getting the word to the streets and is probably not as trustworthy
as
other sources.
The W-32 option was available on the
442 Sport Coupe
442 Holiday Coupe
442 Convertible
And Includes:
400 CID 360 HP engine with
special camshaft
special distributor
heavy-duty water pump
aluminum fan and special fan clutch
W-32 front fender decals
Mandatory Options:
Anti-spin rear axle G-80
Heavy-duty radiator V-01, V-02
Fiberglas belted tires P-81
Special Turbo Hydramatic transmission M-YO
Hood paint stripe Y-73
Options Not Available:
Power door locks A-93
Engine cooling equipment Y-72
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
1970:
A very small number of W-32 machines were built. The 442 no longer
received the option, however. That honor went to the Cutlass Supreme,
which also carried the SX package. So a 1970 W-32 was a Cutlass
Supreme,
with the SX and W-32 options. The only year both the SX and the W-32
were
available was 1970. In its second year, however, the W-32 lost its
decal
and thus became in the words of Holder & Krunz, an unofficial W-32.
This
unofficial status is highlighted by the fact that accurate records
were
not kept on production figures.
Reportedly, there were 7,197 SX-optioned Cutlass S models built that
year.
The amount of W-32 optioned cars built is around 1,025. Apparently,
there
were no W-32 emblems or such to identify the W-32 365hp motor (which
was
identical to the stock 442 powerplant, but only called W-32 when
installed
in the Cutlass Supreme notchback body style).
The stock engine was the L-31 455, which was rated at 365hp in the
Delta's
and SX's. Small-valve heads and a mild camshaft was used in the
engines
for those cars. Under the bumper scoops feed the 455 CID engine, but
the
W-25 OAI fiberglass hood was optional. During the model year they
changed
the base engine from the L-33 445 2bbl to the L-31 445 4bbl. The W-32
455
engine with 365hp, but used the 442's larger cam and intake valves,
different carb jetting, etc., made the W-32 great in its second year.
Once again, the standard transmission was the TH-400 Turbo
Hydra-matic.
The L-33 or L-31 cars both used the OD code TH-400. The W-32 uses the
OG
code TH-400 found in the base 442.
The W-32 cars had more performance options than a non W-32. 3.08:1 and
the
3.23:1 differentials were found in many of the W-32's. The L-31 and
L-33
cars had the 2.56:1 as the most common. Also this year, the W-32
included
dual exhaust, but the decals were gone.
When you get right down to it, all the W-32 consisted of in its second
and
final year was an engine option. In fact, you'd really have to call it
an
"unofficial W-32".
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No Data.
[ Thanks to Bob Barry, Curt Salada, Jim Chermack, Jim Chermack for
this
information ]
W-33
Delta 88 performance option. 1970 only.
1970:
A motor option only, optional on all 88's. This was the 390hp 455
option
(with dual exhaust), which was also the police package pursuit motor.
Speedometer read "Police certified" on the bottom.
Suspension and trim upgrades were separate options. Upgraded
suspension
consisted of boxed control arms, posi rear, rear sway bar.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
W-34
Toronado performance option.
1968:
About 111 were built. It was also a 400hp 455, with basically the same
specs as the later '69 and '70 cars.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
1969:
High-lift-cam 400 hp 455ci. The W-34 could be identified by cutouts in
the
rear bumper for the dual exhaust. Other than a different front grille
design and different rear fenders (squared off, not sloping down to
the
bumper), the 1969 is nearly identical to the 1968.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
1970:
Same motor as 1969, except that there was a "GT" option with the 400hp
motor, apparently available in any paint scheme. The fender arches
also
changed into flares, and Olds did away with hideaway headlights in the
new
grill design. Featured OAI feeding the 455 CID engine (?).
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
W-40
This option code was used to signify the '83 and '84 H/O package.
Please refer to the 1983 Hurst/Olds section as well!
Please refer to the 1984 Hurst/Olds section as well!
The W-40 Hurst/Olds option was based on the Cutlass Calais K47 Style.
3500
were built in 1984, and 2500 were built in the first run of 1983,
followed
by a second run of 501 for a total of 3001 '83 models.
According to the 1984 Olds Specs book: W-40 Hurst/Olds Package $1995.00
Includes Silver Metallic and Black special paint scheme with Red and
Black
accent stripes on Upper Sides and Front-End Panel. Blacked-out Bumpers,
Bumper Guards, Headlamp Doors, Tail Lamp and Backup Lamp Bezels with
Black
and Bright Grille, Amber Park/Turn Lamp lenses, Chrome and Silver Super
Stock Wheels with Red accent stripe (N83), Black Front Lower Air Dam,
Silver
Deck Lid Spoiler, Non-functional Hood Scoop and Bumper Rub Strip
Moldings.
Includes all Calais interior features such as Reclining Bucket Front
Seats
(AR9), Outside Mirrors (D35) Silver, Sport Console (D55), Firm Ride and
Handling Package (F41) plus superlift Air Shock Absorbers, Custom Sport
Steering Wheel (NK3), P215/65R15 Goodyear Eagle GT Tires (QYH),
Instrument
Panel Rallye Cluster (U21) and Tungsten Halogen Headlamps (TT5),
5.0-liter
V-8 engine (LV2) with high-performance camshaft and dual-outlet exhaust
system: 4-speed Automatic Overdrive Transmission (MX0) with special
Hurst
"lightning Rod" shifter and a 3.73 Axle Ratio (GT4).
Available on K47 with exterior color 17 Silver Metallic and Interior
Trims
23 Royal Blue Cloth, 25 Maple Red Cloth or 55 Maple Red Vinyl - D68
available C60 and V08 required - N.A. with B84, B93, C04, N66, N91, QHW,
QJR, QMW, QMX, U35, U46 or Y71. According to this the interior also came
in
a Royal Blue Cloth. I've only seen the red vinyl and red cloth. Can
anyone
else verify ever having seen a blue-interiored '84 H/O?
The only options not included or limited by the W40 package were:
CC1 Removable Roof Panels $825.00
G80 Differential, Limited Slip $95.00
K07 Heater, Engine Block $18.00
Plus a choice of 5 different radios, an upgraded speaker package, and a
power antenna.
The W-40 designation was also used as a Cutlass Calais Quad 442 option.
It
is not a true "W" machine. Produced to make Oldsmobile competitive in
SCCA
racing against Eagle Talon, and other 4-cyl's.
Produced during the 1990 and 1991 model years. About 1360 were produced
in
'91, according to the Oldsmobile History Center.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
Engine: Quad4 H.O. 2.3Liter, 4cyl, 180 bhp (Vin A - LGO)
Transmission: Getrag 5-speed
Body Style: 2 Door FWD coupe (Calais)
Distinguishing Characteristics: Gold striping (4- ¼" stripes) around
car,
trunklid spoiler, 33 MPG highway
Notes: The W-40 Quad442s came out in 1990, and has minor revisions to
the
engine for 1991.
W-41
1991:
Again, W-41 was used as a Cutlass Calais Quad 442 option. It is not a
true
"W" machine.
It was produced during the 1991 model year. 200 cars (mostly Achieva)
were
made mostly for racing.
Engine: Quad4 H.O. 2.3 liter, 4 cyl, 190 bhp (Vin A? - LGO)
Transmission: Getrag 5-speed, 3.94 final drive ratio, limited slip
Body Style: 2 Door FWD coupe (Calais, Achieva)
Distignuishing characteristics: Silver striping (4- ¼" stripes)around
car,
trunklid spoiler, ~30 MPG Highway. Very few options were availible since
made for SCCA racing.
Notes:
Olds test results: 0-60 in 6.8 sec, ¼ mile in 14.6 sec (95.7 mph speed
at
trap).
EPA 21 mpg city, 29 mpg highway.
Differences between 180 hp VIN A and the 190 hp VIN A include: hotter
cam
profile, lower restriction exhaust, and taller transmission gearing.
Won 6 out of 9 IMSA Firestone Firehawk races in 1991.
The most distinguishing feature is the W-41 emblem on the moulding on
both
the driver's and passenger's front rocker panel. The other exclusive
feature
is the bright red W-41 cover over the engine (plugs, cams, etc.). The
words
on the cover say "Make exclusively for Oldsmobile".
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
1992, 93:
The Achieva SCX was made in 1992 and 1993. It was made by Olds to
legalize
it for racing. SCCA world champ, NHRA record holder, IMSA Firehawk
champ.
Great car. 1146 made in 1992, 500 made in 1993.
Special parts included: 190hp Q4 (185hp in 1993), which included the W41
cams, larger exhaust system, a Getrag licensed 5-speed with a .81 5th
gear,
a concentric slave clutch, a modified version of the FX3 Computer
Command
Ride package, a larger front stabilizer bar, 2 rear stabilzer bars, a
wider
rear axle, V-rated 14" tires, a 140 mph speedometer, and a 7000k tach.
This car also came in a C41 version, of which only 11 were made. (The
standard version is the C60 version, not to be confused with the option
package W41, which both had).
This car included a tank baffle, a Torsen LSD, a oil cooler, no power
options or A/C, and a 7400k redline. This car was availible to the
public,
but was built to be sold to the racers as basis for track cars.
The standard Achieva is pretty unremarkable, but talk to any owner of an
SCX, and you'll find a happy car owner. 0-60 in 7.6, 135mph, 31mpg, .86
g's,
15k new, and really cheap to insure. Besides, every time you beat
someone,
you get to talk about your car, 'cause no one knows what it is!
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
No data.
[ Thanks to Jason Labay, Jeff Hunter, Pat Clark, Nick DiGiovanni, Bob
Barry,
Tom Lentz, Michael Allen, Meyer Stolberg, Bob Handren, Mark Prince,
Scott
Mullen, Joe Padavano, Mike Coccagna, Ron Setran, Aaron, Jeff Easton,
Tony
for this information ]
Table of Contents | Index
History | Engines | Blocks | Heads | Cranks | Intakes | Exhaust | Pistons
Transmissions | Diffs | Miscell Parts | Interchange | Best BB | Best SB
Rebuilding | Buildup | Swap | Restore | Comp Ratio
The W's | The H/O's | The 442's | Toronado | 88 / 98 | Cutlass | Wagons
Options | Miscell | Additional Information
© 1996, 1997 by the members of the Oldsmobile Mail List Server Community.
All
rights reserved.