Oldsmobile F85 Cutlass Generation 1 Unique Cars and Parts

7 мая 2014 | Author: | Комментарии к записи Oldsmobile F85 Cutlass Generation 1 Unique Cars and Parts отключены
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Oldsmobile Cutlass Generation 1

Cutlass Generation 1

Reviewed by Cars and Parts

Our Rating: 3

General Motors began its first compact cars in beginning with the Chevrolet The following year a second of somewhat larger cars was for Buick, Oldsmobile, and Pontiac, would be termed senior They would share the body shell and lightweight

Oldsmobile designer Irving began work on the Olds in 1957. It finally went on in 1960 as a 1961 model.

The dubbed F-85, shared a new platform, using a 112-inch mm) wheelbase and still-novel unibody with the Buick Special and Tempest. It was Oldsmobile’s smallest, model some two feet (60 cm) and $451 cheaper than the Olds. The F-85 had double front suspension and a four-link axle in the rear, suspended coil springs all around.

engine was the new small V8, all aluminum, 215ci/3.5 litres, which became famous as the Rover V8.

a two-barrel carburetor, it was rated 155 bhp kW) and 210 pound force-feet (280 Transmission options were three-speed manual or the newly three-speed Roto Hydramatic. The had drum brakes of 9.5 inches mm) diameter.

Overall length was 188.2 inches (4,780 and curb weight was around pounds (1,300 kg).

The F-85 was offered as a four-door in base or Deluxe trim, or a station wagon with two or four seats, in base or form. Initial sales somewhat disappointing, but were picked up by the May introduction of a two-door and the Cutlass sports coupe (a two-door for 1961. which a pillarless hardtop for 1962 ) unique trim, an interior bucket seats and optional console, and a four-barrel version of the V8 rated at 185 horsepower (138


This engine was optional on F-85s, as was a four-speed manual 80,347 F-85s were in total. It used a full frame.

Car Life magazine an F-85 with the standard and automatic transmission, and recorded a (096 km/h) time of seconds, with a top speed over 100 miles per hour km/h). They praised its but found its steering too slow and its too soft for enthusiastic driving.

The and Garrett Turbo

The existing models returned, and a convertible was to the line-up in September, available in standard and Cutlass versions. The was now a hardtop model, without a post and door window the previous year it had been a with a B pillar and door frames. Overall F-85 rose to 97,382, with the displacing the four-door Deluxe as the top-selling model.

Bigger was the arrival of the Jetfire model, a hardtop with a Garrett version of the 215 V8 rated at 215 bhp (160.3 kW) and 301 (408 N·m), bucket and console, unique trim, and a gauge mounted in the console it was almost invisible).

Although faster than a standard the Jetfire was criticized for having the soft suspension as its less-powerful for its lack of a tachometer and other and for the poor shift quality of the automatic transmission and the optional Car and Driver tested an automatic and obtained a 0-60 time of 9.2 with a top speed of 110 mph (176 The Jetfire’s high cost $300 over a standard coupe) and reliability problems its turbocharged engines limited to 3,765.

Ultimately the Jetfire was far ahead of its time. Instead of more power by simply a bigger engine, GM tried to their novel small-block V8, was already as such a big engine.

forced induction and an already compression ratio the JetFire was of producing more torque a conventional naturally aspirated that was twice its size, significantly improving the engines and usability in real-life driving turbo lag not being an issue at speeds. But since turbo supercharging the engine essentially forcing the compression in the combustion even higher, the JetFire was to ‘spark-knock’ and with out modern management systems the only way to this was to use a 50/50 mixture of and distilled water.

A modest restyle for the 1963 year added four (101.6 mm) to the F-85’s overall increasing it to 192.2 inches mm). The Jetfire and its turbocharged V8 for what would be its final But ever since Oldsmobile the turbocharged F-85 Jetfire the rest of the line seemed to get in its shadow.

Just one slot from the blown number was the handsome five-passenger coupe an aluminium V8 and a four-barrel carburettor outperformed the 1962 Jetfire. And it far behind the turbo model. The Cutlass came in coupe and versions (three-seat station were dropped), with 195 horses, a luxury interior, and manners that made it an car for anyone in the family to drive.

Transmission

The coupe came be optioned with the Hydra-Matic and came standard with a rear axle. Performance leaving the Hydra-Matic in drive best times for acceleration with 0-30, 0-45. and mph taking 3.6, 7.0, and seconds respectively. Both came at 4500 rpm (the at 28 mph and the second 61 mph).

The Hydra-Matic always seem to slip a seemingly taking forever to get a firm lockup into the gear, and the engine would 2000 rpm on each shift. At the end of the it would be running at around 76 with the clocks stopped at seconds, the Cutlass running on to a top of 104 mph at 4700 rpm.

Standard-shift offered a three-speed or the new four-speed, manual gearbox (the lever is still on the steering With the 185-hp engine, standard-shift car could beat the in acceleration, because both the 3.36 rear axle, and the took its time during Clutch facings varied on F-85s, with the three-speed using a moulded material and the box a woven facing.

Three-speeds were standard the four-speed cost US$199.50, and the US$189 according to the 1963 price list.

All F-85s the 215.5-cubic-inch aluminium V8. It used sleeves and had a 3.5-inch bore and a of 2.8 inches. The standard line a coupe, a four-door sedan, and a wagon — all equipped the 155-hp, two-throat-carburettor version of engine with 8.75-to-1 and the ability to burn regular Standard-shift cars came a 3.08 axle, while used the 3.23 ratio in series.

Next up the line was the engine in the Cutlass coupe, and the deluxe sedan and wagon. It had a carb, 10.25-to-1 compression and came with standard Upper-line automatic-equipped cars 195 hp and a 10.75 compression ratio.

The Jetfire pumped out 215 hp with a compression ratio and gave 300 of torque at 4600 rpm. engines gave their horses at 4800 rpm and their torque at 3200 rpm. figures were 210 for the 155-hp 230 for the 185-hp unit, and 235 for the 195-hp The 185 and 195-hp engines were on the standard F-85, but the Jetfire was the only turbocharged car in the 1963 line-up.

All but the standard models the 3.36 rear axle, but you order 3.23 on a car at no extra The Jetfire used twin while all others had a single with a crossover pipe.

price on a F-85 five-window was, again according to the Oldsmobile price list, included tinted glass, belts, outside mirror, console, power brakes and wheel discs, Hydra-Matic, lights, electric clock, and radio. With all these included, along with ($378), the price would to US$3627.75 which was not all that for the time. But the Oldsmobile Cutlass was meant to be an economy car rather it was a luxury compact.

Behind the Wheel

The Cutlass’ and door panels were in leather-like moroceen material. The was thickly carpeted, and the headliner was durable and easy to keep Front buckets gave leg and back support, but the bench seat left something to be in the leg-room department. Drivers see all four guards, which parking and manoeuvring in close Placed low and fairly close to the the steering wheel was located at a angle, giving the driver of elbow room for wheel

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Quite a bit of it was necessary with the 4.1 lock to lock of the integral steering, but this was still than the 5.2 turns of the manual box.

The redesigned dash for featured a wide, horizontal as the centre attraction. The clock and a gauge were the only instruments — warning showed oil pressure, water and generator malfunctions. Just the dash and to the right of the steering is the pull-out hand brake.

It did its but many owners claimed it was one of the weaker points. Although at the buyer who liked a sporty with their transportation, our did not really lend itself to driving. Its suspension setup was to provide a soft and comfortable which invariably meant it not corner as well as you would liked.

It would stick in a mildly fast corner up to a limit. When it reached limit, it would jounce up and on its front springs and begin The rear end stuck to the road provided it was dry — but it tended to loose fairly quickly on wet or on loose dirt surfaces.

was plenty of power on tap to bring it into line, but the fact that it was not the kind of car you would hard through the twisty Of course stiffer springs and were the answer and they be optioned. Heavy-duty rear came under option for a surprisingly low US$3.77.

A bargain and, to our mind, a fitment.

The Suspension Setup

The used coil springs on corner. Double-acting tubular were mounted inside the front coils and were outside and behind the rear Torque was taken through links. In addition to lean on the Cutlass showed lots of dive on hard braking and rear-end squat on fast

With the stiffer springs and this was far less pronounced. But are always two sides to the story, and the one thing about the soft was that it soaks up bumps and with ease, without of directional stability. We can only that the Americans enjoyed type of ride over the sporting setup.

Once you travelling at highway speeds you soon appreciate just how the Cutlass was, with no whistle at 65 mph when the windows rolled up.

Fuel consumption the F-85 Cutlass obtained of around 14 mpg on the mixed cycle, hard driving would see drop to as low as 10 mpg. Out on the highway, the V8 was happy to loaf along at speeds and consumption would be a better 17 mpg. But, it was hard acceleration or open-highway the Cutlass was a real goer. when it came to stopping, it was to be lacking. Since it’s with a sporty flair and had to spare, it should have fitted with brakes to

Instead the Cutlass was fitted brakes best described as but under testing many journals noted that the brakes faded badly. 30 mph, the F-85 came to a in 36 feet.

This wasn’t bad. But it 178 feet to stop from 60 mph and the would be starting to show of fade to the point that would allow them to down before undertaking any rigorous driving. But as fade as they were, they did at pull the car up in a straight-line, with a of swerving. Wheel lock was a fast which pumping prevent.

Excessive nose and front-end weight transfer the rear tyres from a good grip, such they would simply along and wouldn’t help with the braking effort.

down the F-85 option proved interesting. An Anti-spin (option G-80) sold for US heavy-duty Delcotron (K-82) for US $6.46; 14-inch wheels 6.50 x 14 black-walls cost extra and was useful for towing or country/dirt road travel. V-01 was the engine-cooling option for

A clutch-operated fan engaged when the reached a certain temperature, extra cooling under loads.

The F-85 Cutlass was an car to live it was comfortable for long or hauls, was well built and to demonstrate the Oldsmobile standards of and quality. It should be looked on as a luxury compact rather a sports tourer. That’s not to say was a lack of performance particularly fitted with the Jetfire and floor-shift.

The problem was really the soggy suspension. But at least you option this to a more tune. Overall sales again to 121,639, of which were Cutlasses.

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