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Olds FAQ -- Hurst/Olds

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Nov 25, 2002, 3:11:29 PM11/25/02

Olds FAQ -- Hurst/Oldsf

1968
1969
1970
1972
1973
1974
1975
1977
1979
1982
1983
1984
1988

History
This name was assigned to Oldsmobiles that were modified by the Hurst
Performance Research Corporation and resold through select Oldsmobile dealer
channels. They represent the most powerful production Cutlass available for
the
model year. They are also the most sought after Cutlass model along with the
W-30, W-31 and W-32.
Beginning in 1973, Hurst/Olds concentrated more on luxury than performance.
Hurst/Olds were made in 1968, 1969, 1972, 1973, 1974, 1979, 1983 and 1984.

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?
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.
All H/O's were built in Lansing Michigan.

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!

Production
1968:
Authentication:

A/C cars use C heads and the 442 auto trans cam. Non A/C cars used D
heads
and the 308 duration .474" lift cam.
Used the W-30 OAI package on the 455.
Used 14" SSII wheels with trim rings and silver centers.
Peruvian Silver in color.
A total of 515 were built. 459 Cutlass Holiday 2-Door Hardtops, and 56
Cutlass
Holiday 2-Door Post Coupes.
Engine Specs:
Rocket 455.
Transmissions:
Car #1 was equipped with a 4-speed. This car is in residence at the R.E.
Olds Museum in Lansing, MI.
Rear Axles:
Performance Data:
13.77 covering the @#188; mile.
[ Thanks to Jim Chermack for this information ]
1969:
Authentication:

All built in Lansing, MI.
Build date codes include 5B.
914 - (or 906 + 6 = 912) Cutlass Holiday 2-Door Hardtops and 2 Cutlass
Convertibles were built.
Distinctive "Mailbox" hood scoops unique to that car with a special air
cleaner adapter which used the top plate and flapper door from a Ford
Cobra
Jet. The 69 H/O had 15" SSII wheels with chrome rims and either gold or
argent
(metalic silver/grey) centers. Cameo white exterior paint with black
bucket
seat interior. All 69 H/O's were 442's (code in VIN). Power brakes with
front
discs.
Linda Vaughn got one of the convertibles.
Engine Specs:
Rocket 455, red w/Metal ram air assembly, not plastic as used on W-cars.
Transmissions:
Automatic trans with OH code on tag. Dual gate shifter with shorty
console.
Posi rear.
Rear Axles:
Performance Data:
No data.
1970:
Authentication:

A real Hurst/Olds never happened due to Oldsmobile trying to do it all by
themselves. What they did put together was the Rallye 350, which was
originally conceptualized as the 1970 Hurst/Olds. Something went wrong
with
the planning and they decided to enter the car in the insurance beater
market.

Fitted with "W-31" 350's, but less than 12 were actually built to original
W-31 select-fit specifications. Force air fiberglass hood, Rallye sport
suspension, dual sport mirrors, special steering wheel.
Sebring Yellow exterior, with body colored bumpers. A total of 3547 were
built.
Engine Specs:
Rocket 350 w/dual exhaust.
Transmissions:
Rear Axles:
Performance Data:
No data.
1972:
Authentication:

W-45 is for the H/O option which replaces the paint code on the body
tag.
All H/O paint striping resembles the Indy Pace car color scheme. All were
painted Cameo White. The 72 H/O came with Rallye Suspension, dual
exhausts,
power front disc brakes and a 3:23:1 axle ratio. All were equipped with
Turbo-Hydro Matic, shifted through a Hurst Dual Gate Unit. Hurst made a
few
modifications to the standard production Oldsmobile 455, but the
Oldsmobile
W-30 high performance V-8 could be specified by the buyer. The W-30 cars
came
with a 3:42:1 rear axle. anti-spin differential, and the W-25 OAI
fiberglass
hood.
H/O Vista Cruiser wagons were built for and used at the Indy 500.
A total of 629 or 624 were built, breaking down as follows:
499 Cutlass Supreme Hardtops
220 w/Sunroofs
130 Convertibles
76 Indy Pace Cars
42 Convertibles
27 Coupes
6 Station Wagons
1 Sedan
or 624 built (32 W-30)
262 w/sunroofs
3 Station Wagons
130 Convertibless (10 W-30)
229 Hardtops

Engine Specs:
Rocket 455, 4bbl, 8.5 compression, 270hp@4400 and 370torque@3200.
Transmissions:
TH-400.
Rear Axles:
Performance Data:
No data.
1973:
Authentication:

Available in Ebony Black with gold trim or Cameo White with gold trim.
This
was the first ever color chioce available on an H/O. Came with a broad
center
hood stripe, full length body stripes, and H/O emblems in middle of rear
windows. 1,097 were produced only on the Cutlass S style.
Hurst/Olds package is option code W-45. This H/O was basicly a 442 with
the
exception of the 1/4 panel windows which were "opera" style (kinda
square-ish,
and very small) with a H/O decal in them. The basic 442 hood had a
fiberglass
"bubble" of louvers riveted on the hood which put the louvers aprox. 1"
above
the rest of the hood. The area around the tail lights were "blacked out"
and
you got the rest of the usual H/O emblems around the car. Chrome tailpipes
were cool. Of special interest was the new spring loaded hood emblem
"H/O".
Available options (only "neat" ones listed here): color-keyed SSIII wheels
(SSII still availble). Sunroof, wide-ratio 4-speed, swivel buckets, posi
axle,
color-keyed dual side sport mirrors, mini console, sports console.
Engine Specs:
Standard was the 275hp 455. The W45 option added W-30 springs and valves
(L-75 engine) and a 3.08 rear. The W46 option added a hotter cam (L77
engine), was not available with A/C, and added a 3.23 rear.
Transmissions:
TH-400. and an anti-spin rear.
Rear Axles:
Performance Data:
No data.
[ Thanks to Kurt Heinrich for this information]
1974:
Authentication:

Indy Decals were available to all H/O owners. Available in Cameo White or
Ebony Black.
A total of 1995 were built, breaking down as follows:
1800 Regular Hurst/Olds
2 Actual Indy Pace Cars Convertibles
100 Indy Pace Car Replica Convertibles
1 Special built Cutlass Salon Sedan
92 H/O 88 Convertible

Engine Specs:
Rocket 455 or Rocket 350.
Transmissions:
TH-400.
Rear Axles:
Performance Data:
No data.
1975:
Authentication:

The 75 H/O was available in the Cutlass Supreme Coupe in either white or
black
with gold accent striping. Interior colors are either white or black.
The W-25 or W-30 option included the following as standard:
Cutlass Salon Grille
442 Louvered Hood
Sports Styled Outside Mirrors
Super Stock III Wheels in Hurst Gold (DuPont paint #43655L)
Swivel Bucket Seats with Reversible Cushions
Console with Hurst Dual Gate Shifter
Power Brakes with Front Discs
The Hurst Conversion Package Included the following as standard:
Hurst Hatch Roof, Smoked Glass Panels with Storage Cases
Hurst/Gold Body Accents
Padded Half Top (black or white)
Blocked Off Quarter Windows
Recessed Hurst/Olds Exterior Emblems (3 total)
Hurst/Olds Interior Emblems (2 total)
Custom Hood Ornament with "Oldsmobile" Script
W-25 or W-30 Fender Identification
Hurst Conversion Package-optional items:
Hurst Splash Guards
Wheel Locks
Hurst/Olds Tachometer with Memory System
Hurst/Olds Identification License Plate
Motor Minder Economy Guage
Auto Alarm System
Hurst/Hatch T-Tops introduced and installed in all cars. This was the last
year for the 455. Exterior colors were Cameo White or Ebony Black.
A total of 2535 were built, as follows:
Engine Units
455 1193
350 1324
Color Units
White 1293
Black 1242

Engine Specs:
Rocket 455 or Rocket 350.
Transmissions:
TH-400 (M-40) with the 455 engine. TH-350 (M-38) with the 350 engine
(drivetrain with the W-25 option).
Rear Axles:
2.56:1 was standard. Optional were the 2.73:1, or 3.08:1 differentials.
Anti-spin was optional in all ratios, and all ratios were available with
the
W-25 and W-30 option.
Performance Data:
No data.
[ Thanks to Jason Labay for this information ]
1977:
Authentication:

Never became a production reality but 1 prototype was built.
It was black, based on a Cutlass S model, with a modified grille and
special
roof treatment (rear quarter windows filled). It seems like it had a gold
stripe down the side, too.
Olds was on a roll back then, and couldn't spare enough Cutlass bodies to
give
to Hurst for the conversion. They were selling all they could build, so it
didn't make sense to spend money on the H/O. Too bad, it was a striking
car.
Engine Specs:
403 with a marine cam.
Transmissions:
Rear Axles:
Performance Data:
No data.
[ Thanks to Jon Wessel, Marvin Friesen for this information ]
1979:
Authentication:

Actually built at an Oldsmobile plant instead of Hurst Performance. Last
year
for Hurst Dual/Gate Shifter.
The Hurst wheels were actually an Oldsmobile factory aluminum wheel that
was
available on the 1978 Cutlass'. The Hursts wheels were painted gold.
A total of 2499 were built. 1165 in Cameo White, 1334 in Ebony Black, and
537
came w/Hurst Hatch T-Tops.
I strongly doubt that a 4 speed manual transmission option was ever
considered
for the 1979 Hurst/Olds. As most of you know, 1979 was the only year in
which
H/Os came off the end of the Lansing assembly line as completed cars, and
didn't get sent off for additional work at Hurst Performance Products or
Cars
and Concepts. For this reason, there would be no possible loophole around
the
then current EPA regulations.
In part and summary, those regulations stated that as long as an
engine/transmission combination had been certified in any production model
for
that year, the same combination could be used in any other model that the
factory desired, so long as less than 2,500 were produced. If 2,500 or
more
were built, the engine/transmission combination had to be certified
specifically in that particular model. Certification was (and I assume,
still
is) an expensive and time consuming process. The "R" code Olds 350 engine
in
combination with the TH-350 transmission had already been certified in the
88
models for 1979, so legally that same combination could also be used in
the
Cutlass body without specific certification as long as less than 2,500
were
built. That's why 2,499 1979 Hurst/Oldsmobiles were produced.
Now, there were no 350/4 speed combinations already certified by
Oldsmobile in
1979, so certification would have been necessary. Even if management could
have been convinced that sales volume would have justified the cost of
certification (extremely doubtful that it could have, in anyone's wildest
dreams), the necessary time probably wasn't available for this mid-year
model
to get through the process. After all, by mid model year I'm sure that
they're
already feverisly at work to get the next year's models through the
process.
It is interesting to note however that another combination WAS available
to
them but went unused. Legally, they could have also produced another 2,499
"super" H/Os with the 403 engine and TH-350, since that combination had
also
been certified in both the 88 and 98 models. Although I've heard that at
least
a couple such engineering prototypes were built, apparently the "bean
counters" didn't feel that there was enough market share left to justify
production. Perhaps they were right, since the 1980 442 option which was
identical to the 1979 H/O except for the shifter, sold less than 1000
units.
Engine Specs:
Rocket 350.
Transmissions:
TH-350.
Rear Axles:
Performance Data:
No data.
[ Thanks to Thomas G. Stoner, Paul Hartlieb for this information ]
1982:
Authentication:

Never became a production reality but 1 prototype was built. It used a
blue
and silver exterior color combination.
Engine Specs:
Unknown.
Transmissions:
Rear Axles:
Performance Data:
No data.
1983:
Authentication:

The VIN "9" engine code shows it is a 442.
Look for option code W-42 on the build sheet or the service sticker (in
trunk lid).
Sometimes (and I say this because they DIDN'T always put them on) there
is a
little cowl tag on or under the hood. This will also have the W-42
option
listed on it. The Arlington assembly plant said that if they had them
when
the car was built, they put them on, but if not, oh well. That's because
they were wanting to go strictly with the trunk lid mounted service
sticker.

It better have the dual snorkel intake with a chrome lid.
Also, check the transmission code "OZ"on the passenger side of the
tranny.
This item is indigenous ONLY to the 1983 to 1987 Hurst/442. Look for a
"kickdown" switch above the gas pedal. This looks like the old Turbo 400
passing gear detent switch with a little slide switch activated at full
throttle. This is actually the full throttle A/C compressor clutch
cutout
switch. It cuts out the A/C clutch when it's mashed to the floor.
Also, check to see if the tire pressure sticker is still on the driver's
door, it will list 215/65/15 as the tire size, again, ONLY on the
Hurst/442
in those years.
Engine Specs:
Rocket 307
Transmissions:
Rear Axles:
Performance Data:
No data.
15th Anniversary model, Lightning Rod Shifter introduced. 3000 or 3001
were
built. Color available was black with silver.
[ Thanks to Mike Rothe for this information ]
1984:
Authentication:

The VIN "9" engine code shows it is a 442.
Look for option code W-42 on the build sheet or the service sticker (in
trunk lid).
Sometimes (and I say this because they DIDN'T always put them on) there
is a
little cowl tag on under the hood. This will also have the W-42 option
listed on it. The Arlington assembly plant said that if they had them
when
the car was built, they put them on, but if not, oh well. That's because
they were wanting to go strictly with the trunk lid mounted service
sticker.

It better have the dual snorkel intake with a chrome lid.
Also, check the transmission code "OZ"on the passenger side of the
tranny.
This item is indigenous ONLY to the 1983 to 1987 Hurst/442. Look for a
"kickdown" switch above the gas pedal. This looks like the old Turbo 400
passing gear detent switch with a little slide switch activated at full
throttle. This is actually the full throttle A/C compressor clutch
cutout
switch. It cuts out the A/C clutch when it's mashed to the floor.
Also, check to see if the tire pressure sticker is still on the driver's
door, it will list 215/65/15 as the tire size, again, ONLY on the
Hurst/442
in those years.
From the '84 H/O brochure, here's the parts numbers for the engine:

Long Duration cam shaft 22519934
High Rate Valve springs 22510372
Harmonic Balancer 417142
Rochester 4MV carb 17083553
Dual Snorkel Air Cleaner Assy. 25042690
Intermediate Exhaust Pipe 22516113
Muffler and Tailpipe Right 22526204
Muffler and Tailpipe Left 22526205

The total number built is unknown. 3500 or less than 3000 were built.
Color
available was black with silver. Last Hurst/Olds to be produced.
Lightening
rod shifters.
Engine Specs:
Rocket 307.
Transmissions:
Rear Axles:
Performance Data:
No data.
[ Thanks to Mike Rothe for this information ]
1988:
Authentication:

The 1988 H/O which began as a concept car by Jack "Doc" Watson to the Olds
factory ended up as being a "kit" car. Individuals would purchase a "kit",
find a 1988 rear wheel drive Cutlass Classic car, and when you combined
the
two, you would have a 1988 Hurst/Olds. If the kit were put on a 1981 thru
1987
RWD Cutlass, then it would be correctly called a Hurst Aero Commerative
car
and NOT a 1988 H/O. With the kit was a one year membership to the Hurst
Olds
Club.
Originally the kit was available in the Spring of 1988 from a company
called
Action Products located in Tempe AZ. This company had plastics' capability
through its line of mini cars, and the owner was a friend of Joe Hrudka
who
owned Mr. Gasket and Hurst at that time. After an initial run, Doc Watson
took
the molds to produce the kit, and moved everything to Michigan. It was
then
marketed under another company called Hurst Special Vehicles which Doc
owned,
and had hoped to market at that time all the items that make all years of
Hurst Olds special. Best laid plans etc. The 2 kits used different plastic
(revel vs ABS), and both are difficult to fit for the amateur. Once your
done,
and take your time, you will be rewarded with one sharp and different car.
Doc personally made four to five cars for different people, and each is
different.
1.
For himself - A white car he has shown around since 1988 at various
meets,
and at Phoenix at the introduction of the 1988 H/O.
2.
For Joe Hrudka - A white car which would be analogous to the first 68
that
Doc had presented to George Hurst. It supposed first had a DRC motor
which
was changed to a 455. It is seen in the original promo brochure with Doc
and
Linda in the photos. The scene was shot a Hrudka's home in AZ.
3.
For Judy Badgley - A black car. Judy was Director of the HOCA at the
time.
They still have the car. Judy's car is stock except for the kit.
4.
For Laurence Simpson - A white car. A New York City dentist. I still
have
the car and it has a 307 done over to 83-84 H/O specs along with other
special items (i.e. Lockamatic shifter) installed by Doc.
He told me he did one for someone associated with the University of
Michigan,
but I never got the full details. As the HOCA 88 Advisor, I was able to
document about 10 other cars done by people who bought the kit and
installed
it themselves.
Engine Specs:
Rocket 307.
Transmissions:
Rear Axles:
Performance Data:
No data.
[ Thanks to Laurence Simpson, Bill Reilly, Danny for this information ]

Miscellaneous
Exhaust
NAPA part numbers for the 84 H/O exhaust is as follows: 45211 Tail pipe
$22.62
45222 Tail pipe $22.62
22623 Muffler $50.46 each (expensive little buggers)

They didn't have them in stock when I went in but the got them over night
from
their main warehouse. NAPA also lists the hangers, manifold pipe and
center
pipe after the catalytic converter also.
[ Thanks to Gil Russell for this information ]
Lightning Rod Shifters
These are a type of shifter made by Hurst. They're standard in the '83-'84
Hurst/Olds.
Basically, they're kind of a "His-n-hers" shifter. There are three shift
rods
in the center console. The left one goes P R N OD D and works like a
normal
gearshift with the exception of no L(ow). If you shift it all the way down
into D, then the car is limited to third gear or lower.
When in D, you can shift the middle lever toward you to now limit the car
to
2nd gear. When it's down you can pull the right lever to limit to first.
When
accelerating you can start with all the shifters toward you, then throw
the
right, center, then left one forward while accelerating. Kind of fun, but
in
reality they're not much more than a gimmick, since the tranny is set to
shift
at about 5200rpm on WOT.
[ Thanks to Wes Fujii, Tom Lentz, Jason Labay, Jeff Hunter, Rob Malland,
Art
Fuller, Jon Wessel, Joe Padavano, Tom Stoner for this information ]
Mirrors
In '69, Hurst hooked up with Rambler, to produce a low production car
called
"SC/Rambler". Commonly called the "Rambler Scrambler". The mirrors on that
car
were identical to the ones Hurst put on the 1969 H/O.
When looking for correct, be careful. There are a large number of similar
mirrors which were made in England, however they are not an exact match
with
the 1969 H/O units. The base of the mirrors on the English Ford were
slightly
different. I think a similar unit was used on the Shelby Cobra also.
When I bought my 69 H/O from the original owner, he told me the dealer had
told him when he bought the car new that the mirrors were made be a small
company in Italy that made mirrors for Ferrari, Porsche ect. I guess this
would sound good to a perspective buyer but who knows.
The H/O bases seem to be unique in that the mounting surface to the door
is
much longer than those found on other, similar mirrors. The mirrors on my
H/O
were missing when I bought the car, and I purchased quite a number of
mirrors
which I thought were the ones at swap meets, only to find out that the
bases
were wrong.
It is surprising that the H/O mirrors would be unique to that car,
however. I
would have expected them to use units which were widely available at the
time
to keep the production costs down. Maybe these were available on other
vehicles and I just haven't found the right match yet.
The following company was reproducing the mirrors, but the information is
a
number of years old.
Reproductions
#5 McMeen Drive
Columbia, TN 39401
(615) 381-8690 or (615) 292-5334

Complete mirror $350
Bullets (finished) $150
Globes (chrome only) $150
Internal components call
Kits $225
Mirror Pads $10

Mike Lewis was the point of contact. Their reproductions were supposed to
be
exact duplicates of the 1969 H/O mirror.
The mirror gaskets are called Rotunda mirror gaskets used on the AC cobra.
Tony Branda 800-458-3477 might have them.
[ Thanks to Joe Padavano, Mike, Art Fuller, Robert Whitaker, Jeff Stanish
for
this information ]
1969 Ram Air Assembly
The entire ram air assembly on the 1969 H/O was basically a Ford CobraJet
part, since Olds didn't have time to tool up their own.
[ Thanks to Jon Wessel for this information ]
Wheels
The 442 and Hurst wheels are different. The 442 wheels are painted gold on
the
inside around the lug-nuts. The Hurst wheels are painted Argent, which
looks
darn close to chrome to me. Other than the paint, they're the same. GM has
discontinued the H/O wheels. I believe they should have "15x7JJ" and "890"
stamped inside the rim. Option Code PH1.
[ Thanks to Tom Lentz, Dave Paulison for this information ]

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