W-30 {1968-1980} W-31 {1968-1970} W-32 (1969-1970)
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W-33 (1970) W-34 (1968-1970)
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W-40 (1983-1984) W-41 (1991-1993) |
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.
A basic rundown of engines used is:
1966 - 1967 Short stroke E-block 400
1968 - 1969 Long stroke G-block 400
1970 - 1972 F-block 455
1973 - 1976 Fa-block 455
1976 - 1980 2-block 350
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. 1968 and 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. 1967 pulled it's air from around the lights, so there is no hole in the inner fender.
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 at least 1972 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's engine digit 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 or WOG transmission, OAI hood and air cleaner and check the numbers of the distributor and carburetor. All W-30s had the Rallye Pac as standard equipment, and either a Muncie 4 speed or a specially calibrated TH-400 automatic with code "OW". Starting in 1972, the Rallye Pac was optional.
- 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 for the 68 W-30/H-O, and the 69-71 W-30s.
- Check and compare the rear end code. Make sure the correct rear end cover is in place.
- You can verify a factory trunk wing by unlocking the trunk. The trunk should rise on its own, without assistance. The springs (rods) were different for cars with and without the wings. Of course the trunk springs could have been replaced with lesser ones.
- 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, Steve Reed, Cliff Simpson, others for this information ]
1966:
Authentication:
- VIN begins .
- All the 1966 W-30's were built in June 1966 in Lansing, MI. Build date codes include 6A.
- All 66 W-30's WILL have the "B" head with the "-1" after the casting number. These are just a late update on the "B" head casting. Early 442's will have a plain "B" head without the "-1" behind the casting number. As of 22 Apr 66 the head castings wore the -1 after the number. Tri-carb heads will have a "V" code (for 442, 400) and then the engine assembly number followed by a "T" (Tri-carb) on the front flange. Beware that Toro heads had a "N" on that area and ended with a "T". That is the correct way to tell if the head was originally off a Tri-carb engine.
- 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 (93) of dealer installed W-30 packages were also installed. There was only 147 Tri-Carb breather assemblies made. 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. If you've never seen one run, stick around if you ever see one at the drags. It WILL impress you. High 12 secondsto low 13's were normal. Also look at the MPH that these cars are making thru the traps.
Factory Production Standard 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, Jeff Mullenix, Jim Chermack others for this information ]
1967:
Authentication:
- VIN begins .
- 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.
- I was told by _the_ early W-30 guru Curt Andersen (check out the OCA's JWO advisor's list for his number, I have 612-398-3079 but that's old), that all 67 W-30 heads came with the holes for the AIR system drilled, tapped and plugged. Curt knows more about those great 66-67 beasts than anyone else I've been able to find. So look for the plugs. Might indicate a W-30 set. 'Course all CA heads came with AIR so not much of a clue.
- Also check the air cleaner for a number stamping. On the earlier factory models, the factory stamped a "production" number onto the housing.
- Trunk mounted battery.
- First year for an auto trans. The W-O-G TH-400 was used. It was a switch pitch TH-400 that had a shift kit installed at the factory.
- Factory 67 W-30's used a special 10 bolt "P" axle.
- Factory punched radiator support (as opposed to drilled or cut out).
- The factory inner and outer ducts were made of plastic and were bolted to the core support.
- The horns are relocated to the fenders. If equipped with power steering, a special pressure hose was used to clear the OAI hoses. Several additional ground straps were also used to ensure sufficient grounding with the trunk located battery.
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 carburation, 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.
There were no 1967 W-30 convertibles made - buyer beware!
The 1967 W-30's were very successful drag racing packages with nearly the same eventual performance as the 1966 versions.
The first year for a W-30 could be equipped with an automatic transmission. From the Olds "Technical Tips Review" literature:
"Oldsmobile has available two different transmissions - a manual and an automatic... ...The automatic transmission, shown here, is the Turbo Hydra-Matic. It is identified by the letters W-O-G found on the transmission serial number plate. The internal parts of this transmission are the same as those in any Turbo Hydra-Matic. However, the calibration, made at the factory, are different. For example, the W-O-G transmission has higher wide-open throttle shift points than other Turbo Hydra-Matics... ...The W-O-G transmission will exhibit much firmer upshifts and downshifts at all speeds and throttle openings. The firmer shifts are necessary to achieve the top perfomance the W-30 is noted for..."The only power option available was power steering. I have not seen a 67 W-30 with power brakes.
Factory Production Cutlass Supreme Sports Coupe 129 Cutlass Supreme Holiday Coupe 373 Cutlass Supreme Convertible 0 Total 502 Engine Specs:
Four different distributors were used, two point-type and two UHV. Interestingly, most 67 W-30s had distributors with mechanical advance only, while early cars got the vacuum advance as well (hence the four different distributors).Transmissions:
W-O-G TH-400 was used. It was a switch pitch TH-400 that had a shift kit installed at the factory.Rear Axles:
A Type-P anti-spin differential with four different pinion gears and a choice of 3.55, 3.90, or 4.33:1 ratios.Factory 67 W-30's used a special 10 bolt "P" (Pontiac) axle. These units featured four pinion gears in the carrier (normal differentials use two pinions).
Performance Data:
[ Thanks to Bob Handren, Jim Chermack, Joe Padavano, Greg Rollin for this information ]
1968:
Authentication:
- 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 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.
- All used "D" heads.
- 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 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:
68: The 68 W-30's had autos and also could be had with the 328 duration cam. This would give you the 2300 RPM converter in the trans. No pwr brakes with those. If you ordered your W-30 auto with P/B then you got a milder cam like the 70 W-30 auto cars.
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Joe Padavano, Jim Chermack for this information ]
1969:
Authentication:
- VIN begins .
- 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).
- All used "D" heads.
- 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.
The 69 W-30's had autos and also could be had with the 328 duration cam. This would give you the 2300 RPM converter in the trans. No pwr brakes with those. If you ordered your W-30 auto with P/B then you got a milder cam like the 70 W-30 auto cars.
Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
[ Thanks to Jim Chermack for this information ]
1970:
Authentication:
- VIN begins 344XXM.
- Must be a Lansing built car. "M" in the VIN tag.
- Build date codes include 10B, 10E, 11B, 12A, 2D, 3D. So they were built steadily throughout the year.
- Red inner fenderwells.
- No sound deading.
- Outside Air Induction Hood and Air cleaner.
- "F" cylinder heads.
- Q-jet number 7040256 for automatic, 7040258 for manual transmission.
- W and Z exhaust manifolds.
- Distributor #1111979.
- Engine block casting #396021-F (with matching VIN number under #1 plug on block).
- "F" cylinder heads.
- 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. Apparently the mold broke near the end of W-30 model production.
- Boxed lower control arms in the rear.
- Sway bar.
- Disc Brakes.
- OW Transmission.
The W-25 OAI fiberglass hood was standard. A/C and power brakes were first available on the W-30 in 1970.I still have a set of original '70 W-30 fenders and they do have the grease penciled "W-30 " on the backsides. I noticed this when I removed the fenders in '84 and always assumed this was the method used to insure the W-30 fenders would get the extra set of holes for the W-30 emblems. W-31's would fall into the same category. This made sense because there are no other differences between these and the std. fenders other than the emblem holes. I do find it interesting that someone else took note of this and am sure that if other owners still have some untouched original fenders that they will find the same thing.
Engine Specs:
The W-30 carbs had no primary metering rods. This has been confirmed for AT cars. The carb (p/n 7040256) has 058 jets on the primary side and the bore for the power valve is capped. Also, in the throttle plate assembly, there is normally a threaded hole for the adjusting screw for the power valve stop (this adjustment was done in the factory and a cap was pressed into the hole). This hole is not drilled on the 7040256 throttle plate.Transmissions:
Rear Axles:
Code Ratio Notes SF 3.23:1 Only with auto and A/C TM 3.42:1 std TO 3.91:1 opt Performance Data:
13.88 covering the ¼ mile. 0-60MPH in 5.7 seconds; ¼ mile in 13.63 seconds.
"Hot Rod": ¼ mile in 13.98 seconds at 100.78 MPH.
"Road Test":¼ mile in 14.2 seconds at 102.14 MPH.
[ Thanks to Brad Otto, Joe Padavano, Scott Jerdan, Mike Blankenship, Carl Dudash, Kevin Hoopingarner for this information ]
1971:
Authentication:
- VIN begins .
- The inner fenderwells would be RED.
- The intake manifold shuld be ALUMINUM casting # 407570, with "OLDS W-455" cast into it.
- The heads would have ID/code "H".
- Letter "M" in the VIN (for lansing, MI).
- Manual transmission is a M-22 4-speed.
- 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.
- 442 on the glove box door.
- There is a special fuel filter going to the engine between the carb and fuel pump.
One other little spotter tip for the 71-72 W-30s is the fuel filter. These cars used a unique external filter on the output side of the pump. The filter is a metal canister, about 2" in diameter and about 3" long. Unlike all prior W-30s and 442s, which had two output lines from the fuel pump - one to the carb and one a fuel return to the tank - the 71-72 W-cars had only a single fuel pump output line which went into this filter. The filter then had two output lines from it, one to the carb and one the fuel return. The filter itself was mounted just above the fuel pump. Now, there's a good chance that the replacement engine does not have the original pump and filter, but if it does, and the metal fuel lines look original (instead of being brand new repros), this would likely support the fact that the car is a true W-30.
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:
¼ mile in 14.4 seconds. 0 - 60 in 6.1 seconds.
[ Thanks to Kurt, Mike Rothe, Mark Prince, Joe Padavano for this information ]
1972:
Authentication:
- VIN begins .
- The X in the VIN (for engine) 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.
- The intake manifold shuld be ALUMINUM casting # 407570, with "OLDS W-455" cast into it.
- Quadr-jet carb number 7042251 was used on automatics and all 455's. 7042953 is the 4 speed carb number.
- 4 speeds were M-20's.
- Ga heads with 2.072" intake and 1.625" exhaust valves.
- Some 1972 W-30 cars came without ralley-pac gauges. An example is a 1972 W-30 post with column shift, bench seat, no head rest, and standard cutlass gauge pack.
- Has Cutlass or Cutlass Supreme on the glove box door.
All have "Cutlass" on the glovebox, except for those who changed it - "'Course, the first thing I did when I got my 72 years ago was to run down to the dealer and get a 70-71 "442" glovebox emblem. The holes line right up."
One other little spotter tip for the 71-72 W-30s is the fuel filter. These cars used a unique external filter on the output side of the pump. The filter is a metal canister, about 2" in diameter and about 3" long. Unlike all prior W-30s and 442s, which had two output lines from the fuel pump - one to the carb and one a fuel return to the tank - the 71-72 W-cars had only a single fuel pump output line which went into this filter. The filter then had two output lines from it, one to the carb and one the fuel return. The filter itself was mounted just above the fuel pump. Now, there's a good chance that the replacement engine does not have the original pump and filter, but if it does, and the metal fuel lines look original (instead of being brand new repros), this would likely support the fact that the car is a true W-30.
The W-25 OAI fiberglass hood was standard.Engine Specs:
Transmissions:
Rear Axles:
Performance Data:
¼ mile in 14.5 seconds. 0 - 60 in 6.6 seconds.
[ Thanks to Matt Cremean, Mark Prince, James Stafford, Greg Rollin, Joe Padavano for this information ]
1979:
Authentication:
The W-30 for 1979 was a Cutlass with the Hurst/Olds option.Engine Specs:
Transmissions:
Rear Axles:
[ Thanks to Chad Schwartz 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 Specs:
350 with 3A heads.Transmissions:
A TH-350 with the code "LJ". No other cars used that trans code.
Rear Axles:
[ Thanks to Jason Labay for this information ]
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.
One of the ways that you can help 'identify' a W-31 is that they used a lot less sound deadening material to save some weight. Close the trunk lid. If it sounds nice and solid and tight, that isn't a good sign. But it MAY have been replaced, so this is not a guarantee. If it sounds hollow, like you're clanging an empty steel trash can, then this will signify a W-trunk lid. Also, the firewall pad, if it is original, is very thin compared to non-Ws.
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. Resembles a steel version of a "F-60 x 15" tire. In other words, that sucker is HUGE! Very thick. 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.
W-31's used standard 350 exhaust manifolds with the block off plate.
Sport mirrors.
Built only in Lansing (should have that plant code in VIN).
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, Jim Chermack, Joe Padavano, Mike Rothe for this information ]
1968:
Authentication:
- Special carb number 7028255.
F-85 W-31 "Ram Rod". I believe Olds only produced 501 of them.Engine Specs:
It had a 325 HP 350 CI engine with Ram Air (under the bumper scoops feeding the 350 ci engine).Details:
10.5 comp. ratio (flat top pistons).
#5 heads fitted with 2" intake valves and 1.625" exhausts.
Camshaft was 308 degree duration and .474" lift.
Matching heavy duty valve springs.
Special recalibrated Q-Jet carb.
Larger harmonic balancer.
Standard cast iron intake.
Engines were "select-fit" assembled. Cylinder bores are honed to the "D" spec. and use "A" pistons resulting in a larger skirt clearance of .003" - .0035".
A 6 blade fan with a fan clutch was used.
All were Force-Air inducted.
No special W-31 coded distributor. Used that years standard 350 4bbl distributor.
Exhaust manifolds were the same as the standard 350. But BOTH exhaust pipes and mufflers were 2 1/4" inlets (2" outlet).
Transmissions:
Hurst 4-speed.Rear Axles:
Performance Data:
[ Thanks to Chris Smetana, Greg Rollin 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:
Details:
Engines were "select-fit" assembled. Cylinder bores are honed to the "D" spec. and use "A" pistons resulting in a larger skirt clearance of .003" - .0035".
10.5 comp. ratio (flat top pistons).
#5 heads fitted with 2" intake valves and 1.625" exhausts.
Camshaft was 308 degree duration and .474" lift.
Matching heavy duty valve springs.
Special recalibrated Q-Jet carb.
Larger harmonic balancer.
Standard cast iron intake.
A 6 blade fan with a fan clutch was used.
All were Force-Air inducted.
No special W-31 coded distributor. Used that year's standard 350 4bbl distributor.
Exhaust manifolds were the same as the standard 350. But BOTH exhaust pipes and mufflers were 2 1/4" inlets (2" outlet).
Transmissions:
Rear Axles:
Performance Data:
"Car Life": 0-60 in 6.6 seconds; ¼ mile in 14.9 seconds at 96 MPH.
[ Thanks to Chris Smetana, Michael Hall, Greg Rollin 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.Helen Early has confirmed about a dozen W-31 Rallye 350's were made. So they are out there.
1,352 were sold. 207 F-85 club coupe 116 Cutlass club coupe 1029 Cutlass hardtop coupe Engine Specs:
Details:
Engines were "select-fit" assembled. Cylinder bores are honed to the "D" spec. and use "A" pistons resulting in a larger skirt clearance of .003" - .0035".
10.5 comp. ratio (flat top pistons).
#6 heads fitted with 2" intake valves and 1.625" exhausts.
Camshaft was 308 degree duration and .474" lift.
Matching heavy duty valve springs.
Special recalibrated Q-Jet carb.
Larger harmonic balancer.
Aluminum intake.
A 6 blade fan with a fan clutch was used.
All were Force-Air inducted.
No special W-31 coded distributor. Used that year's standard 350 4bbl distributor, 1111975.
Exhaust manifolds were the same as the standard 350. But BOTH exhaust pipes and mufflers were 2 1/4" inlets (2" outlet).
Transmissions:
If it is an automatic, a "JO" coded TH-350 tranny was used.Details:
I have been researching the available of an auto in the 69 W-31 and been looking at pretty much the same documentation as others. Some sources say it isn't available, some say it is. But from what I can tell it definitely was available in 1969. The code on my '69 W-31's tranny is JO and it has a 69 build date. A couple places I checked for this tranny code don't list JO in 69, but in 70 it is the correct code for an auto W-31. The only thing I haven't verified is if the numbers match the vin.And now from an
Oldsmobile Bulletin Marketing Department New Car Merchandising Subject 1969 Option W30 and W31 Force-Air Induction Systems Number N/C 68-17 Date October 10, 1968This document explains the W options and on page 2 lists option M38, Turbo 350 has been added to the choice of W31 transmissions. "The three-speed automatic transmission is specifically calibrated to match the high output of the W31 engine."It also has an availablilty option chart and a sample order form. And the final interesting piece and I quote "First factory shipment of units ordered with W30 and W31 will be during the latter part of the week beginning October 28."
So there you have it, not only the letter but a date as well. It would be interesting to see build dates for ALL 69 W-Machines as this would (seem to) clearly indicate that all W30 and W31 better have a build date in Sept? at the earliest. This also explains why the shop manual, printed in Sept, does not reference an auto W-31.
Rear Axles:
Performance Data:
[ Thanks to Bryan Bodine, Nick DiGiovanni, Chris Smetana, Greg Rollin, Jim Chermack for this information ]
"For the person who wants something in-between the W-31 and W-30".
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.
These cars were produced in any plant (not just Lansing like the W-30 and W-31), and the engine was not hand assembled with selected parts like the W-30 and W-31's. 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:
Authentication:
A very small number of W-32 machines were built. The supposed number of these W-32 cars built were 1,025 units. There has been no firm documentation of exact numbers. These cars were produced in any plant (not just Lansing like the W-30 and W-31), and the engine was not hand assembled with selected parts like the W-30 and W-31's.
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. You could have an SX without the W-32 option, but not a W-32 without the SX option. The only year both the SX and the W-32 were available was 1970. To be precise, the W-32 was an engine option on the Y-79 "SX" high-performance Cutlass Supreme option: you could get an SX that was not a W-32.
In its second year (1970), 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.
There were three 455's that could be found in a '70 SX.
The standard engine early on was the high-compression 2-bbl L-33 455; it was also available on the regular Cutlass and wagon lines. Small-valve heads and a mild camshaft was used in the engines for those cars. This engine was out of production by February. The L-33 was replaced by the L-31 365hp 4-bbl 455 as the standard SX engine, standard with the Y-79 package, and the W-32 365hp 4-bbl 455 remained as an optional engine upgrade. This L-31 was same 455 engine that was installed in the big-cars that year: small valves, mild cam, but still with the same 365hp rating that the W-32 carried.
So, The W-32 365hp 4-bbl 455 was available from the beginning, as an upgrade to the standard L-33 320hp 2-bbl high-compression 455. It's listed as an option in the factory shop manual, which has a printing date of October 1969. After February of 1970, the L-33 was dropped, and the L-31 365hp 4-bbl 455 became the standard engine with the Y-79 package, and the W-32 365hp 4-bbl 455 remained as an optional engine upgrade. Though the hp ratings are the same, the W-32 was the same as the 442 engine of that year, and therefore had bigger intake valves and a more performance-oriented camshaft than the L-31, which was basically the same engine they installed as standard in the full-size cars.
FWIW, the Y-79 option was the performance package for the Cutlass Supreme lineup, and the W-32 was an engine option on that performance package, even though that performance package was basically only an engine option. The only thing included in the Y-79 performance option was the specific drivetrain package, not any handling/visual enhancements like the 442, except perhaps the 12-bolt rear and the cutout rear bumper with trumpet exhausts. Oh, yeah, the "SX" badges as well, but those are about as subtle as can be. I had thought the Y-79 package also included the buckets and console w/floor shifter interior, but that's not the case.
BTW, the L-33 was an engine exclusive to the Cutlass/Cutlass Supreme lineup for its brief life in the first half of the 1970 model year. The 2-bbl engine installed in the full-size cars had lower compression, and lower hp.
The W-32 455 engine was rated at 365hp, but used the 442's larger cam and intake valves, different carb jetting, etc. The W-32 used the same exact motor that the assembly-line workers were installing on the 442's produced at the same plant: big valves, lopier cam, richer carb, 365hp rating, etc. This W-32 option also included the 442's TH400 transmission, with its firmer shifts.
Under the bumper scoops feed the 455 CID engine, but the W-25 OAI fiberglass hood was optional. It could be the ram-air hood was a dealer-installed item only.
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. There has been no firm documentation of exact numbers. 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 standard transmission was the TH-400 Turbo Hydra-matic. The L-33 or L-31 cars (SX) 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 regular SX. 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 (SX) had the 2.56:1 as the most common. Also this year, the W-32 included dual exhaust.
When you get right down to it, all the W-32 consisted of in its second and final year was an engine option. Olds might have been going after the same as Pontiac with their Grand Prix SJ as well as the Monte Carlo SS, the high-performance Mercurys, and the various Mopar cars that could be optioned to the hilt with luxury items (like the RT/SE Chargers and such). Without the "W" tag, it might not have been as apparent to insurance companies that this was actually a 442 in disguise.
Engine Specs:
SX: 365 hp L-31 (2bbl) or L-33 (4bbl) 455 engine.
W-32: All of them had the base 365 hp 442 455 engine.Transmissions:
SX: OD code TH400.
W-32: All of them had the OG code TH400.Rear Axles:
Performance Data:
"Motor Trend": 0-60 in 6.6 seconds. ¼ mile in 14.8 seconds at 95 MPH.
[ Thanks to Bob Barry, Curt Salada, Jim Chermack for this information ]
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 heavy duty springs, boxed control arms, posi rear, rear sway bar, and special "OL" code TH-400 transmission.
Engine Specs:
Transmissions:
TH-400 with code "OL".Rear Axles:
Performance Data:
No data.
Toronado performance option.
1968:
About 111 were built.
Engine Specs:
High-lift-cam (#400165) 400hp 455 with OAI. Might use distributor 1111982.Transmissions:
Rear Axles:
Performance Data:
No data.
1969:
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. No OAI.
Engine Specs:
High-lift-cam (#400165) 400 hp 455. Might use distributor 1111982.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. No OAI.
Many myths exist concerning the 1970 Toro GT. Perhaps it is because few articles have been written about this fine car. It remains shrouded in the mists. It is my intent with this article to shed light on the truths of this car which has been called "the quickest and fastest luxury car on the road in 1970"(1). I would like to express my thanks to Mrs. Helen Early for the assistance she provided me in the preparation of this article.
The 1970 Toro GT has its roots in 1968 when the 425 cubic inch motor was replaced in the Toronado with a 455. The final drive was also changed from 3.21 to 3.07. A very special high performance option was offered for the first time in 1968 and was called the W-34 option.
At the heart of the 1968 and all other W-34s in 1969 and 1970 was the GM part #400165 engine camshaft. This camshaft was also seen in the 1968 and 1969 Hurst Olds and the W-30 442 with automatic transmission. The W-34 Toronados did not have the special D or F heads seen in the W-30 442s but rather had stock Toronado heads C (1968 and 1969) or E (1970). Essentially it was this camshaft that made these cars so unique. Production number in 1968 for the W-34 was 111.
This option also included a forced air induction package. This was a one year only offering as the 1969 and 1970 W-34s did not have this assembly. "Car Life" in May of 1968 ran a test drive of the 1968 W-34 and reported a final drive ratio of 3.36. It appears this may be in error as "Car and Driver" in April 1968 also road tested a 1968 W-34 and reported a final drive of 3.07. As performance tests were similar, it leads me to conclude the "Car Life" article to be incorrect or perhaps it was a special factory offering. All my other sources do not confirm a final drive of 3.36 ever being available in any Toronado.
The 1968 W-34 was dual exhausted through a notched bumper with chrome tips. The non W-34 1968 Toronados had a single tail pipe from the large transverse muffler. The 1968 Toros were the first Toros to have single exhaust tail pipes.
In 1969, the W-34 continued but lost its cold air induction assembly and notched rear bumper with chrome tips although dual tail pipes persisted. Non W-34 1969 Toros were single tail piped. At present, the production number of 1969 W-34 is unknown. Final drive remained at 3.07.
In 1970, Oldsmobile blew the doors down with a large number of very potent performance cars and they went all out for the W-34 option. It was for the first time called a GT. Thus the Toro GT was born and died as a one year only option. The pulsing and beating 400165 camshaft persisted for one last time and was coupled with a redesigned torque converter. According to Motor Trend, October 1969, the new torque converter "improved the force of acceleration by 1500 lbs. at 5MPH, shortly after start". "It held the engine speed at or near the torque speed for a greater time."
Final drive was 3.07. The notched rear bumper returned with chrome exhaust tips. A special GT emblem was found on the front hood next to the Toronado name and special paint striping was applied around the wheel openings. Production was 5341 out of total production of 25,433.
All the W-34s were rated at 400 hp which is the highest horsepower rating Oldsmobile has put in any of its production cars to date. The 1970 GT was just another option such as cruise control but when ordered for $47.30, it created a very special car. Some people are surprised there were so many 1970 GTs but I'm surprised there were so few. My personal view is that they all should have been GTs. The 70 GTs are more fitting with the Toronado as a luxury performance automobile which is the way it was started in 1966. The 1970 GT was the last performance Toronado. Just as the 442 was a special performance modification to the Oldsmobile "A" body, I think of the 1970 Toro GT as a special performance modification to the Oldsmobile "E" body. The analogy only fits so far as the myths will tell.
Myth #1 The 1970 Toro GT has a different final drive. False. It has the standard 3.07.
Myth #2 The Toro GT has a heavier suspension. Also false. The GTs had stock Toro suspension. However, a heavy duty suspension could be ordered (F41) on any 1970 Toro for only $21.06. Incidentally, this F41 option contained the same front torsion bar as the 1966 Toronado. The rear springs were different.
Myth #3 The 1970 Toro GT contained a heavy duty radiator. Again false, but Y72 option was available for any 1970 Toro and bought you a four core radiator. Why not also order M55 automatic transmission auxiliary oil cooler for only $15.80?
Myth #4 The Toro GT was only available on the deluxes. The GT option was available on either the standard or deluxe Toros. The only difference in standard or deluxe is the interior (door panels and seat upholstery). 23,082 1970 Toronados were deluxe and 2,351 were standard. It is not known how many of each were GTs but if one used the ratio of 1:5 an estimation of 4,616 deluxe GTs and 470 standard GTs could be made. The accuracy of this is highly speculative.As the 1970 Toro GTs with bucket seats may be the most desirable to collect, it is interesting to note that the 1970 custom Toronados (9687) with bucket seats came in only two colors, black and saddle. The 1970 standard Toronados (9487) with bucket seats came in only one color, ivory. So a 1970 Toro GT (or non GT) could have one of three interior colors if it had bucket seats. Black, saddle or ivory depending if standard or deluxe Toronado. It should be added that bucket seats in the 1970 Toronado could be ordered with no additional cost. However, the sport console (D55) option cost an additional $50.55. It included floor transmission shift. The D55 option was not necessarily coupled with the bucket seats. I have seen Toronados with bucket seats without the sport console and floor shift.
How do you know if it's really a 1970 GT or a W-34 in 1968 or 1969? The bumpers are easily changed. Paint is frequently sprayed over the GT stripes or added to non GT cars. The hood emblem is also easily added or perhaps the whole hood is replaced with the GT emblems. The way I tell is to first look at the transmission code. It is on the left side of the transmission and riveted to the case. It should have the letters OM instead of a regular Toronado transmission letters OJ. If you find an OM, wipe off the grease and look for the VIN stamped on the transmission case near the code letters. If this VIN matches the car VIN you are half way finished.
Next remove the power steering pump bracket that attaches to the left side of the engine block. Under the bracket is another VIN on the engine block which must match the transmission and frame VIN. If all match, congratulations, it is a W-34 regardless of the rest of the appearance. Remember, it is the combination of motor and transmission that makes these cars unique. Another way to check the motor would be to pull the cam and check the identification on the end. Of course, the window sticker or a factory build sheet would also clarify the- situation but I have not been that lucky yet.
How much are they worth? It's worth what someone will pay you for it. Prices seem to be comparable to the 1966 Toro but it must be remembered the much greater rarity of the W-34. There are quite a few 1970 GTs around and my advice is to take the time to find what you really want and at the right price. Be prepared to pay significantly for a real nice one. In my experience I find many are, overrated in condition. Unless it has undergone recent restoration expect to have major front end and brake repair. Rust under the rocker panels are a very common finding in any first generation Toronado and Comfortron can add many problems if not working properly.
My own collection of Toronados includes six 1970 GTs in various stages of restoration. They range from parts car status to blue ribbon winner. All were obtained in the local area and I would encourage all my fellow enthusiasts to look locally as you will be able to get a better car at a better price. Look at all 1970 Toros offered for sale as many people do not realize the GT is special.
The 1970 Toro GT is the ultimate expression of performance in the Oldsmobile Toronado. It is to me more enjoyable to drive and more responsive than a 442. The braking is superb and the handling great. I can recommend this car to all who love Oldsmobiles.
Engine Specs:
High-lift-cam (#400165) 400 hp 455. F block with E heads.Transmissions:
TH-425 coded "OM". Special torque convertor for 1970 - holds engine RPM closer to peak torque longer.Axles:
Final drive was 3.07.Performance Data:
No data.
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).
Probably the most important option codes (these will be on the inside trunk sticker - if the sticker is there) are the W40 code, and it will be on the cowl tag, also. Also on the trunk sticker will be N83- code for H/O option wheels, D55 - console for H/Os. F41 for Firm ride/ handling suspension. NK3 for sport steering wheel. QYH for the P215/65R15 tires. LV2 for the 5.0 Liter V9 engine (the number 9 will be the 8th digit on the VIN). MX0 for the 4-speed overdrive trans with Hurst "Lightning Rods" shifter.
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. 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:
307 with 180 bhp at 4400 RPM, 245 ft/lbs torque at 3200 RPM, 4-bbl Rochester Quadrajet. 8.0:1 compression.Transmissions:
Rear Axles:
All '83 and '84 H/Os came with 3:73 gear rear ends code GT4. Limited slip was an option.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 highwayNotes: The W-40 Quad442s came out in 1990, and has minor revisions to the engine for 1991.
1991:
Again, W-41 was used as a Cutlass Calais Quad 442 option.
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, with silver stripes, W-41 cover over the engine (plugs, cams, etc.). The words on the cover say "Made exclusively for Oldsmobile". In the center is an Olds rocket next to a "W30" marking.
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
Acknowledgements
History
Engines
Blocks
Heads
Cranks
Intakes
Exhaust
Pistons
Transmissions
Diffs
Brakes
Suspension
Steering
Cams
Carbs
Interchange
Best BB
Best SB
260
303
307
324
330
350
371
394
400
403
425
455
Diesel
Rebuilding
Buildup
Swap
Restore
Option Codes
Wheels
Ignition
Comp Ratio
The W's
The H/O's
The 442's
Toronado
88 / 98 / Starfire
Cutlass
Jetfire
Wagons
Basic Tech
How To
Miscell
All Vehicles
Additional Information
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