Muscle Car Performance Hurst / W-30 Oldsmobile

Oldsmobile 442

Manufacturer Oldsmobile
Parent company General Motors
Production 1964–1987
Predecessor Oldsmobile F-85
Class Muscle car
Body style(s) 2-door coupe
2-door convertible
Layout FR layout

The Oldsmobile 442 (pronounced four-four-two) was a muscle car produced by the Oldsmobile division of General Motors. It was introduced as an option package for F-85 and Cutlass models sold in the United States beginning with the 1964 model year. It became a model in its own right from 1968 to 1971, then reverted to an option through the mid-1970s. Oldsmobile revived the name in the 1980s on the rear-wheel drive Cutlass Supreme and early 1990s as an option package for the new front-wheel drive Cutlass.




History
First generation Production 1964-1967
Assembly Lansing, Michigan
Framingham, Massachusetts
Fremont, California
Platform A-body
Engine(s) 330 CID V8
400 CID V8
Transmission(s) 4-speed manual
3-speed manual
2-speed special duty Jet-Away
3-speed Turbo Hydramatic

1964
The 442 was born out of the competition between Pontiac Division and Oldsmobile. It began as a hasty response to the Pontiac Tempest GTO, which had proved to be an unexpected success midway through the 1964 model year. It was created by performance enthusiast and Oldsmobile engineer John Beltz (also responsible for the Toronado), aided by Dale Smith and Olds Chief Engineer Bob Dorshimer.

Because of its late introduction (some three-fourths of the way through the model year) and the ambiguous nature of the GTO — which was technically a violation of GM policy limiting intermediate models to 330 CID (5.4 L) — the Olds offering was a conservative package. Technically the "B09 Police Apprehender" option, it used the four-barrel carbureted 330 CID (5.4 L) V8 with heavy-duty valve gear, posi trac, and a hotter camshaft, raising rated (SAE gross) output to 310 hp (231.3 kW) at 5200 rpm. Torque remained 355 lb·ft (481 N·m), although the torque peak rose from 2800 rpm to 3600 rpm. The package also included a stiffened frame, boxed rear suspension control arms, a heavy duty clutch and four-speed manual transmission, a heavy duty driveshaft, oversized brakes and the heavy-duty police-package suspension, with heavy duty wheels, higher-rate coil springs front and rear, heavy-duty shock absorbers, a larger front anti-roll bar, and an additional rear anti-roll bar.

The package was dubbed 4-4-2 based on its combination of four-barrel carburetor, four-speed transmission, and two exhausts. Priced at $285.14, it was available on any F-85 or Cutlass model except the station wagon, although most were Cutlass hardtop coupés (Oldsmobile archives indicate that approximately 10 four-door sedans were built with the B09 option).

Motor Trend tested an early 4-4-2 and found that the 3,440-lb (1,560 kg) car would run 0-60 mph (0–96 km/h) in 7.5 seconds, the standing quarter mile in 15.5 seconds at 90 mph (140 km/h), and reached a top speed of 116 mph (185.6 km/h). A total of 2,999 were sold.

1965
With the GTO receiving GM corporate sanction, Oldsmobile followed suit with a big-engine 442. The B09 option was renamed 442 and the price was lowered to $190.45 for F-85s and $156.02 for Cutlasses. The new 400 CID (6.6 L) engine became standard, and the definition of "442" was restated as 400 cubic inches, 4 barrel carburator (a 515 cfm Rochester 4-Jet),[2] 2 exhausts. Output for the big engine rose to 345 hp (257 kW) and 440 lb·ft (597 N·m). The standard transmission became a three-speed manual with the four-speed as an option, and Oldsmobile's two-speed Jetaway automatic transmission was added as an alternative. The '65 was the first 442 to use a Hurst shifter, which was included when the HD 3 speed manual transmission was ordered. The heavy duty 3 speed was a mid year introduction and used a floor shifter, unlike the early 3 speed that used a column shifter.

Other touches added to the '65 were chrome body side scoops adorned with 442 badging, chambered dual exhaust pipes, chrome single snout air cleaner, and 442 badging on the dash. Late in the year option N98 was added, which were chrome reversed 14 × 6 in (360 × 150 mm) wheels. It also offered standard bucket seats[3] and a 6,000 rpm tachometer, mounted in the console, more as decoration than for usefulness.[4] Console was optional, which made the tach optional.

Modern Rod tested a 1965 F85 442 with the four-speed manual, slicks, and headers and obtained a quarter mile acceleration of 13.78 seconds at 102.73 mph (165 km/h); Car Life's automatic '65 ran the quarter mile in 15.5 seconds at 89 mph (143 km/h), with a 0 to 60 time of 7.8 seconds. Offered in four body styles, sales rose to 25,003, including 3,468 convertibles.

1966
The 1966 442 shared a modest facelift with other Cutlasses. Its major news was the addition of two new optional engines: the L69, with three two-barrel Rochester 2GC carburetors on a progressive linkage, rated at 360 hp (268 kW) and 440 lb·ft (597 N·m) of torque, which was priced at US$264.54,[5] and the rare W30. The standard engine, now dubbed L78, was rated 350 hp (261 kW)/440 ft·lbf with a single four-barrel carburetor.

The W30 engine added an outside-air induction system (admitting cool air to the carburetors via tubing from the front bumper) and a hotter cam, rated—or, more likely, underrated—the same as the L69. The battery was relocated to the trunk to make room for the air hoses, which prevented the package from being ordered on convertible models. Only 54 W30s were built by the factory, although an additional 97 were produced for dealer installation.

Hurst shifters were now standard equipment with floor-mounted manual transmissions including the optional heavy-duty three-speed, M-20 wide-ratio four-speed or M-21 close-ratio four-speed. The standard transmission was a three-speed manual with column shift and the two-speed Jetaway automatic with switch-pitch torque converter was optional.The standard 350-horsepower 400 engine could be ordered with any of the four transmissions, while only manual transmissions could be ordered with the L69 three two-barrel option.

Inside, a revised instrument panel featured two round pods for the speedometer and other instruments, replacing the horizontal sweep speedometer of 1964-65 models, but the rest of the basic dashboard designed was unchanged. F-85 models had base interiors with bench seats and rubber floor mats while the more lavish Cutlass versions came with full carpeting and featured Strato bucket seats of a new design with higher and thinner seat backs, or a no-cost bench seat option.

Car Life tested an L69 442 with four-speed transmission and obtained a 0-60 time of 6.3 seconds and a quarter mile of 14.8 seconds at 97 mph (156 km/h). Motor Trend's similar test car ran 0-60 in 7.2 seconds, with a quarter mile time of 15.2 seconds at 96.6 mph (155.5 km/h).

Production slumped to 21,997. The 442 still constituted only about 10 percent of Cutlass sales, whereas Pontiac's GTO represented nearly a third of all Tempests sold.

1967
For 1967 the 442's styling and base engine remained the same, save for an increase in intake valve size to 2.067 from 1.99. but the automatic three-speed Turbo-Hydramatic with Switch Pitch became available, replacing the two-speed Switch Pitch Jetaway, as was the case with the mid-sized muscle cars from other GM divisions (Pontiac GTO, Chevrolet Chevelle SS396, and Buick GS400). The heavy-duty floor-mounted three-speed manual transmission was now standard with the Muncie M-20 and M-21 four-speeds optional, all with Hurst shifters. Front Disc brakes were a new option this year.

A GM policy decision banning multiple carburetors for all vehicles except the Corvette saw the demise of the L69 with its triple carburetors. The W30 remained available, although the four-barrel Quadrajet carburetor replaced the J-2 triple two-barrel setup. New red plastic inner fender liners became part of the W30 package. 502 factory W30 engines were built to meet NHRA homologation rules, along with an unknown number of dealer-installed packages. 4-way emergency flashers became standard as it did on all new GM models for 1967.

Cars tested a W30 442 with close-ratio four-speed and 4.33 rear axle (a dealer-installed only option),[2] obtaining a quarter mile of 14.1 seconds at 103 mph (166 km/h) in completely stock form. 0-60 times were between 6.5 and 6.7 seconds.

Unlike in previous years which the 4-4-2 option could be ordered on either baseline F-85 or upscale Cutlass models, the 1967 4-4-2 package was based on the top-line Cutlass Supreme series including the sport coupe (with center post), Holiday hardtop coupe and convertible. Standard equipment on all models included Strato bucket seats or no-cost notchback bench seat, full carpeting, expanded Morocceen vinyl upholstery, heavy-duty suspension with rear sway bar, and wide-oval tires.

Production rallied somewhat from the previous year, rising to 24,833.

1968
Second generation
Production 1968–1971
Assembly Lansing, Michigan
Framingham, Massachusetts
Arlington, Texas
Kansas City, Kansas
Fremont, California
Linden, New Jersey
Platform A-body
Engine(s) 455 cu in (7.5 L) V8
400 cu in (6.6 L) V8
Transmission(s) four-speed manual
three-speed manual
three-speed automatic
Wheelbase 112.0 in (2845 mm)
Length 203.2 in (5161 mm)
Width 76.2 in (1935 mm)
Height 52.8 in (1341 mm)
Curb weight 3,713 pounds (1,684 kg)

The 442 became a separate model from 1968 through 1971. The wheelbase was 112 in (2,845 mm), and over 33,000 were sold for 1968. Despite the engine displacement staying at 400 CID, the engine was based on the new 455 cranktrain (4.25 stroke) and the bore decreased (to 3.87). Torque now came at 3000–3200 rpm as opposed to the early 400's 3600 rpm peak, mostly due to a milder base cam grind. Car Life tested a 1968 442 with a 3.42:1 rear axle ratio and Hydramatic and attained 0–60 times of 7.0 seconds, and a quarter-mile time of 15.13 seconds at 92 mph (148 km/h). Top speed was reported as 115 mph (185 km/h). The base motor was still rated at 350 hp (261 kW), but only with the standard three-speed and optional four-speed; automatics were rated at 325 hp (242 kW). W-30s were rated again at 360 hp (268 kW). Car Life also tested a four-speed W-30 with 4.33 rearend gears and recorded a 13.3 at 103.30 mph (166.2 km/h), which shows the long stroke did not affect actual performance although long term durability at high (6000 plus) engine speeds might be affected.

All standard 1968 442 engines are painted a bronze–copper color, as with the 1967s, topped with a fire-red air cleaner. W-30 option cars were equipped with Ram Air intake hoses leading from a chrome-topped dual snorkel black air cleaner to special under-bumper air scoops and set off by bright red plastic fender wells. In addition, a Turnpike Cruiser option was made available with a two-barrel carburetor; this was previously available on the Cutlass Supreme for 1967. 1968 was the first year for side marker lights and the last year for vent windows on hardtops. 442s for '68 had unique rear bumpers, with exhaust cutouts and special exhaust tips.

It was in 1968 that Oldsmobile first partnered with Hurst Performance Research Corporation to create the Hurst/Olds rather than just adding Hurst shifters as with earlier models. The limited regular production run of 515 Hurst/Olds (459 Holiday Coupes/56 Sport Coupes) started out as regular 442s, but were treated to numerous distinct enhancements, both cosmetic and mechanical. All cars were painted Peruvian Silver (a Toronado color) with liberal black striping and white pinstripes, exterior and interior H/O badging (unique to '68), and a real walnut wood dash insert. Mechanically, the cars left the factory with two drive train combinations. Red 455 CID engines were backed by modified W-30 Turbo 400 automatic transmissions. A/C cars got a W-46 engine with a 3.08:1 rear while non-A/C cars got a W-45 engine with a 3.91:1 rear. While both engines were rated at 390 hp (291 kW), the W-45 engine received the cylinder heads from the W-30 and the camshaft from the W-31, making it more suitable for higher rpms. All cars came with bucket seats and a Hurst Dual-Gate shifter in a mini-console. Also standard were numerous regular 442 options such as disc brakes, heavy duty cooling, and FE2 suspension. They shared the red fender wells and ram air setup with the W-30. Popular, but not standard, additional options included the tic-toc-tach and wood-grained steering wheel.

Performance for the 1968 Hurst/Olds (390 hp): 0–60 in 5.4 sec, 1/4 mile in 13.9 sec @ 103 mph.

1969
1969 442s were very similar to the 1968 except the tooth in the grill, the tail lights, the place of the ignition, the key, headlight setup, and paint scheme. Changes to the engine and drivetrain were minimal, but the Turnpike Cruiser option was deleted. However, another hi-po engine was offered. Called the W-32, it came with the Forced Air Induction plumbing found on the W-30s, but it had a milder cam like the base engine. It was only available with an automatic, and 297 were built, including 25 sport coupes and convertibles each. The Hurst/Olds returned, with a new regal gold and white color scheme, outrageous hood scopes and the 455 cid V8 that was detuned slightly from 1968.

Performance for the 1969 Hurst/Olds(380 hp): 0-60 in 5.9 sec, 1/4 mile in 14.03 sec @ 101 mph.[6]

1970

1970 Oldsmobile 442 with W-25 ram-air option.File:'71 Oldsmobile 442 (Orange Julep).jpg
1971 Oldsmobile 442 convertible1970 saw the introduction of the Olds 455 V8 as the standard 442 engine. Magazine ads using an offbeat mad scientist trumpeted "Dr. Olds introduces as large a V-8 as ever bolted into a special-performance production automobile!" Output was 365 hp (272 kW) and 500 lb·ft (680 N·m), with a 370 hp (276 kW) W30 option available. The 365 and 370 hp (272 and 276 kW) power ratings were conservatively underrated at a lower rpm. Both engines are believed by some to produce 410 to 420 hp (306-313 kW). It was the pace car at the Indianapolis 500 race in 1970, along with the Cutlass Supreme. Motor Trend praised the 442, stating that "it's probably the most identifiable super car in the GM house".

In addition to the standard 442 offerings, W-30s received a W-25 fiberglass OAI (Outside Air Induction) hood to replace the bumper scoops that were on the 68 and 69 W-30s, an aluminum intake manifold, special camshaft, cylinder heads, distributor, and carburetor.

Motor Trend tested a 442 W-30 with a 4-speed manual transmission and 3.91:1 rear gears, clocking a quarter mile time of 14.2 seconds @ 102 mph (164 km/h). However, Motor Trend noted that Oldsmobile engineers had earlier posted a best of 13.7 seconds on the same test car with a fresh tune.

1970 Model Year Spotting Tips: Vertical bars in silver grille, rectangular parking lights in front bumper, vertical tail lights.

1971
The 1971 442 was available in a hardtop coupe and convertible body type. The sport coupe disappeared for the first time since 1964, only to return in 1972. Engine output was down for 1971 due to a lower compression ratio (8.5:1), which affected all of GM's engines. The base 455 was rated at 340 hp, with the W-30 achieving a rating of 350 hp.

Quarter mile performance as reported by Road Test magazine was 15.2 seconds @ 99 mph (159 km/h), and 0-60 in 8.9 seconds, using the TH400 automatic transmission.

1971 Model Year Spotting Tips: Black grille with silver surround, silver headlight bezels, round parking lights in front bumper, horizontal tail lights.

1972
The 442 name reverted to an appearance and handling option package (option code W-29) in 1972 on the Cutlass Holiday coupe, Cutlass S sport coupe and Holiday coupe, and Cutlass Supreme convertible. The W-29 option was not available on Cutlass Supreme notchback hardtops. This package, which carried a sticker price of $29, consisted of the "FE2" suspension upgrades (heavy duty springs & shocks, front and rear sway bars, boxed lower rear control arms, and 14- by 7-in [356- by 178-mm] wheels), side striping, fender and decklid badging, faux hood louvers, and a unique grille. The rear bumper sported cutouts for exhaust tips, but only when paired with the optional L75 455 CID V8 in place of the standard Oldsmobile 350 V8.

442's could be ordered with the additional W30 option, which included the still-potent L77 455 engine, which produced 300 hp (220 kW) and 410 lb·ft (556 N·m)s of torque and incorporated low-restriction dual exhausts. Other notable components included a lightweight aluminum intake manifold, the W25 fiberglass ram-air hood, anti-spin differential with 3.42:1 gears (3.73:1 available), and heavy duty cooling. Due to the low-vacuum at idle, air conditioning was not available, and power brakes were only available with an automatic transmission. Only 113 W30 convertibles and 659 W30 coupes were made in 1972, making this a very rare option.

A special edition Hurst/Olds paced the Indy in 1972.

1972 Model Year Spotting Tips: Silver grille with black surround, black headlight bezels, round parking lights in front bumper, 3-section horizontal tail lights.

1973
Originally expected to debut for the 1972 model year, the introduction of the new "Colonnade" body style was delayed until 1973 due to an auto workers strike in 1972. The body was redesigned to feature massive 5-foot (2 m) long doors and energy absorbing bumpers. The rear windows were fixed and the roof was reinforced in anticipation of roll-over standards being imposed by the government. These cars were a few hundred pounds heavier and slightly larger than the 1972's.

Consistent with 1972, the 4-4-2 option remained a handling and appearance package, code W-29, and was available on the Cutlass and Cutlass "S". It consisted of a faux louvered hood, FE2 suspension, specific grilles, emblems and stripes. Items such as dual exhaust and super stock wheels had to be ordered à la-carte. This was all part of the industry-wide weaning of U.S. consumers from large, powerful cars.

Officially, the W-30 was not available, but the 1972 "V" code 455 was there, but only with the 4-speed wide-ratio M-20 transmission. 1973 was also the last year of the manual transmission in the Olds "A" body. The "V" code produced 270 net HP, the "U" code 455 AT produced 250 hp (186 kW), while the "K" code 350 single exhaust produced 180 hp (134 kW) and the "M" code 350 with duals produced 200 hp (150 kW). Positraction rear ends, axle ratios, gauges, Super Stock wheels, HD cooling and many sport type options were available, but had to be ordered. The "V" code engine was also available in the Hurst/Olds without A/C,code W-46,the W-45 "U" code was standard with A/C. Both versions used the Turbohydramatic 400 transmission.

Engines:

1972 L32 350 CID 2-barrel V8, (160 hp and 275 lb·ft (373 N·m) in 1972) [H or J in VIN]
1972 L34 350 CID 4-barrel V8, (180 hp and 275 lb·ft (373 N·m) in 1972) [K in VIN]
1972 L34 350 CID 4-barrel V8 w/N10 dual exhaust, (200 hp and 275 lb·ft (373 N·m) in 1972) [M in VIN]
1972 W30 455 CID 4-barrel V8, (300 hp and 410 lb·ft (556 N·m) in 1972) [X in VIN w/ TH400 and M20]
1972 L75 455 CID 4-barrel V8, (250 hp w/ TH400 and 370 lb·ft (502 N·m) in 1972) [U in VIN]
1972 L75 455 CID 4-barrel V8, (270 hp w/ M20 and 370 lb·ft (502 N·m) in 1972) [V in VIN] - used 2.07 valves and W30 automatic camshaft
1973-1976 231 CID V6
1973-1976 455 CID V8
1973-1978 350 CID V8
1976-1978 260 CID V8
1977-1978 403 CID V8 (185 hp and 320 lb·ft (434 N·m) in 1977)
[edit] 1978
Another limited-edition 4-4-2 model was offered from 1978 through 1980 on the downsized A-body Cutlass introduced for the 1978 model year. Engines varied from a base 3.8L V6 to a 305 4bbl. There was no 350 available to any 4-4-2 offered in 1978 or 1979. Oldsmobile 350 CID V8. A special-edition Hurst/Olds was also offered in 1979.

The 1978-9 version of the 442 was an option package on the semi-fastback "Aeroback" Oldsmobile Cutlass Salon, which was the lower-trim version of the best-selling Cutlass model range. It was offered with all powertrains available, including the 231 c.i.d., 2V V6, the 260 c.i.d. 2V V8, and 305 c.i.d. 2V (1978) or 4V (1979) V8s. Transmissions offered were 3-spd automatic with all engines, 5 spd manual with the 260 V8 and a 4 spd Saginaw manual with the 305 V8.

Distinctive trim elements included contrasting striping along the rocker panels and lower doors, over both wheel wells, badging on the rear trunk, and interior emblems. All other options offered on the Cutlass Salon were available with the 442 option package.

1979
Oldsmobile issued a limited edition "Hurst/Olds" model, based on the notchback Cutlass Calais and featuring the 350 c.i.d. 4V V8 found in the larger Delta 88 and Ninety-Eight models, coupled with a 3 spd automatic transmission. Available only in gold over white or gold over black paint,with gold cloth or vinyl upholstery, about 2,000 units were produced. Also, only 537 of the 2,000 cars were equipped with T-tops.

1980
The 442 model moved to the notchback Oldsmobile Cutlass Calais to return to its roots as a performance car as it had a larger 350 V8 engine not available on other Cutlass models. It included W-30 badging on the front fenders above the side marker lights, with less dramatic graphics. Otherwise, the cars shared identical powertrain,(minus the Hurst Shifter), with the '79 H/O. Also available only in gold over white or gold over black paint, a total of 886 were built, 540 in Black, and 346 in White. The MSRP price of a Cutlass Calais in 1980 was $6,919.57. Option W-30 4-4-2 Appearance and Handling Package cost $1,255.12. This package consisted of: Gold Accent Paint Scheme (Y71), Painted Grille Face, Applique Pillar Molding, Aluminum Sport Wheels, "W-30" Decals on Front Fender, Tail Lamp Bezel and Rear Window Molding to Match Body Color, "442" Emblem on Sail Panel and Deck Lid, Engine 5.7 Liter (350 CID) V8, 4-bbl (L34), Sport Console (D55), Rallye Suspension Package (FE2), Tires P205/70R14 Steel Belted Radial Ply Blackwall with Raised White Letters (QFV) and Digital Clock (UE8). The W-30 4-4-2 option was not available in California. A sample of included options: Interior color: Camel Tan with both fabric and/or vinyl,as well as White Vinyl,(Black could be ordered for Black/Gold cars), Custom Steering Wheel (NK3), Tilt Column (N33), Gauge cluster, AM/FM 8-Track Radio (UM2), Cruise Control (K30), Delay Winshield Wipers (CD4), Tempmatic Air Conditioning (C65), Dual Remote Mirrors, 442 Door Panel Emblems, Rear Window Defogger, 6-Way Power Left Bucket Seat (AC3). The 350,(Vin "R", engine code tag "AR"), 3A heads, 4-bbl M4MC Rochester Carb, 8.5:1 compression, 170 hp@3800 and 275 torque@2000. Turbo-Hydromatic 350 Transmission (Code "LJ", special W-30 application). Code "AB" non-locking 2.73 rear axle. A cross-flow muffler gives a "factory" dual exhaust appearance.

The 442 option was not available 1981-1984, but the Hurst/Olds returned for 1983 and 1984.

1985-1987

1986 Oldsmobile 442The 442 name was revived in 1985 on the rear-wheel drive G-body Oldsmobile Cutlass Supreme. The name was now defined as referring to the car's 4-speed 200r4 automatic transmission, 4-barrel carburetor, and 2 exhausts. This W42 model replaced the 1983 and 1984 Hurst/Olds model and used the same 5.0 L LG8 V8. The shifter was mounted on the floor in a console between the front seats, and the upgraded F41 suspension package was included. 3,000 were produced in the first year, and all were sold quickly. 4,273 were produced for 1986, and 4,208 were made in 1987.

The 1984 Hurst/Olds and 1985-87 442 were equipped with an 8.5" GM corporate differential usually with a 3:73 ring and pinion gear. Rather than using the weaker 7.5" rear differential found in the Monte Carlo SS, these models used the same stout unit found in the Buick Grand National.

The 1983-84 Hurst/Olds and 1985-87 442's are distinguishable by there being a "9" as the engine code found in the 8th character of their VIN's. These were the only models to get the hotter VIN 9 307 cubic inch engine, and it was the only engine available. From 1983-1985, this engine was flat-tappet valvetrain, and rated at 180 hp/240 ft·lbf torque. In 1986, the 307 engine received a roller-camshaft valvetrain and new swirl-port heads to improve economy and low-end torque. HP dropped to 170, with torque climbing to 250. The 1985 442 used an OZ code THM 200-4R transmission.

1990-1991
The final use of the 442 name was on the Quad 442 front-wheel drive 1990-1991 Cutlass Calais. This model used a 2.3 L LG0 Quad-4 4-cylinder engine with 4 valves per cylinder and 2 camshafts. The engine was tuned with higher output camshafts which produced more top end power at the expense of idle quality. It used a single exhaust with a dual tipped muffler and produced 180 hp (134 kW) with a 5-speed manual transmission.

This version of the 442 also played upon the "W-30" option code used in past versions of the 442, the exception being that this model used the option code "W-40". A low production, late 1991 model year version used the option code "W-41"; the key differences of "W-41" package was a 190 hp (142 kW) engine with a different geared 5 speed transmission.

This 442 model lasted just two years.

Production totals:

1990 "W-40" = 2629

1991 "W-40" = 1160

1991 "W-41" = 204

It is worth mentioning that inside GM literature referred to the 1992 & 1993 Oldsmobile Achieva SCX as a 442, but no GM press literature mentions anything to this effect.

The 1992-1993 Achieva SCX used the exact same 'W41' drive train as the very limited production 1991 442-W41.

The 1993 Achieva SCX was the final production Oldsmobile vehicle that in any way shape or form was affiliated with the '442' moniker.

Origin of the 442 name
A common misconception is that designation "442" referred to the displacement of the engine in cubic inches. The name 4-4-2 came from the attributes of the 1964 model:

1964 (Original meaning)
4: Four Barrel Carburetor
4: Four On the Floor
2: Dual Exhausts

1965 (First year of automatic and three speed manual transmission option on 442)
4: 400 Cubic Inch Displacement
4: Four Barrel Carburetor
2: Dual Exhaust

With the 4-4-2 moniker established, later editions did not officially follow any adherence to features stemming from the numerals "4-4-2". 1965 was the last year Oldsmobile officially defined 442 designation. 1968-71 the 442 was itself a separate model. In the years after '65, any connection between the 442 name and the features were just coincidental.

The 1990-91 model 4-4-2 designation referred to the 4 cylinder, 4 valve per cylinder, Dual camshafts.

History of the Mach 1 Mustang

Ford Mustang Mach 1

The Ford Mustang Mach 1 was a performance model of the Ford Mustang that Ford produced beginning in 1969. The original production run of the Mach 1 ended in 1979 because the Mustang II coupe was being phased out in favor of newer Mustangs on the Fox body platform.

The Mach 1 returned in 2003 as a high performance version of the Mustang. The Mach 1 was discontinued again after the 2004 model year as the SN-95 platform was replaced by the newer S197 platform for the 2005 model year.

The name "mach 1" as used by Ford was originally introduced in 1959 on a concept "Levacar" originally shown in the Ford Rotunda. This concept "vehicle" utilized a cushion of air as propulsion on a circular dais. This concept vehicle was orange and white.

1969 Ford Mustang Mach 1 The Ford Mustang was introduced in 1964 as a sporty "pony car" to attract younger buyers into Ford products. After only a few short years of development, Ford saw the need to create performance Mustangs to compete with GM and their release of the Chevrolet Camaro and Pontiac Firebird. While several performance options had existed in the form of factory 289's (from the '65s on) & factory FE engines (new for 1967 with the S-Code Engine), the vast majority of Ford Mustang's performance mantle was carried by cars modified by the legendary Carroll Shelby. 1969 was the benchmark year for Ford Mustang in its proliferation of performance names and engines. No less than 6 factory performance Mustang models were available (Boss 302, 429, Shelby GT350, GT500 and the Mach 1). Additionally, 9 variations of V-8s were available in the '69-'70 cars.

The new Mustang chassis, the last of the 1st generation models, allowed for larger engines than previous generations and could fit even the monstrous 429 for Ford's planned homologation of the engine for NASCAR competition. For Ford, the Mach 1 was introduced as an in-between model, a fit between the lower priced GT and the track oriented Boss 302s and 429s. The Mach 1 started with the fastback "Sports Roof" body and added several visual and performance enhancing items such as matte black hood with hood pins, chrome gas cap and wheels, chrome exhaust tips (except 351W 2V), and dealer optional chin and rear deck spoilers, and louvers. Standard equipment was a 351W 2V Windsor motor with a 3 speed manual transmission, and a 9" 28 spline open rear axle. A 351W 4V was optional as was a 390 4V, and the huge 428 4V Cobra Jet or with the "drag pack" option, the 428 4V Super Cobra Jet. A 4 speed manual or 3 speed FMX (small block)/C6 (big block) automatic transmission was optional, and the 428SCJ added a cast iron tailshaft in place of the regular aluminum one to the C6. A "traction lok" rear axle was optional, and the 428 CJ/SCJ included a "traction lok" with a 3.91 or 4.30 ratio, 31 spline axle shafts and a nodular case. In 1970, the 3.91 ratio was a "traction-lok", while the 4:30 ratio was a Detroit locker. Mach 1s came with upgraded suspension to varying degrees dependent upon powertrain choices. Big block cars had front shock tower reinforcement, thicker sway bars (no rear bar for 69), and heavier springs and shocks. 428 CJ/SCJ 4 speed cars also came with staggered rear shocks. Standard on Mach 1s was a fierce but cosmetic hood scoop that had integrated turn-signal lights mounted in the back. A more functional option was the signature "Shaker hood", an air scoop mounted directly to the top of the motor, used to collect fresh air and so named for its tendency to "shake" above the rumbling V-8 below. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats. The name Mach 1 could not have been more appropriate as in 1969, Performance Buyer's Digest put a new Mach 1 through its paces at Bonneville, breaking some 295 USAC speed and endurance records. Ford kept the Mach 1 alive into 1970 and little changed outside the visual. New Mach 1 specific bucket seats, Magnum 500 wheels, recessed taillights on a black honeycomb rear panel as well as new side and rear badging and striping were the main visual differences. Outselling the base GT model, Ford canceled the GT altogether to make the Mach 1 the primary street performance Mustang.

Production changes

1972 Ford Mustang Mach 1With Ford's withdrawal from Trans-Am officially following 1970, the high end Boss 302 and 429 disappeared and were replaced by the large street-oriented Boss 351. The 1971 Mustang was larger in almost every dimension, earning the nickname the "Clydesdale". In a demonstration of defiance by long-time Ford designers over what they felt was far too much GM-style influence brought to the new-for-71 Mustang by recently acquired ex-GM designer Larry Shinoda,and new Ford president (and ex-GM man) Bunkie Knudsen, the old-school Ford trim designers made sure that the nomenclature 'FORD' did not appear stylistically in any visible place either on the exterior nor the interior of the new design. Their statement was meant to show that this was indeed "not really a 'Ford' product through and through". In 1971 the Mach 1 started with a base engine of the 302ci based Windsor motor, with a 2 barrel carburetor. The lineup of engines included four 351 Cleveland engines: The 2-V, 4-V, the C.J.(Cobra Jet) and H.O.(BOSS 351). The H.O was canceled after mid-year 1971, and shortly thereafter the low-compression 351 'Cobra Jet' became available. The lineup topped out with two 429ci options, the CJ (Cobra Jet) & SCJ (Super Cobra Jet). Mach 1s, as well as all other Mustang models (except the BOSS 351) were optionally available with the CJ and SCJ motors. The SCJ came with a drag pack V or W code rear gears, oil cooler and a different rotating assembly. 429 Super Cobra Jet engines used a Holley 4-barrel carburetor, while the Cobra Jet engines made do with a GM-sourced Rochester Quadra-Jet 4-barrel carburetor. The 1971 Mach 1 Mustang was featured in the James Bond Film, Diamonds Are Forever (1971). In this film, the Mach 1 was the first vehicle ever filmed to feature the now-famous 'two-wheeled tilt' stunt (driven by stunt driver 'Bumps' Willert from Davenport, Iowa) as Bond escapes from pursuing Las Vegas police. One of the stunt cars used in the Bond film was later featured as Jan Michael Vincent's car in the Charles Bronson film 'The Mechanic'. Unfortunately for the Mach 1 its only appearance in the movie, the car was demolished by a bomb planted inside.

In 1972 the 429s were dropped from the lineup, and horsepower dropped across the board. The following year also produced the fewest Mach 1 sales of the 1971-73 generation. There are no major differences in the 1971 and 72 Mustangs externally, other than different script on the trunk panel. The only difference externally on the '72 Mach 1 was the deletion of the 71-only pop-open gas cap on the Mach 1 for the standard Mustang twist-on gas cap for '72 Mach 1s. Apparently, the pop-open gas caps were prone to spilling fuel in a rear end collision, so Ford discontinued their use across the board. The 302 was still the base engine, with 2 barrel or 4 barrel 351 Clevelands being the only options in the Mach 1 lineup.


1973 Ford Mustang Mach 1In 1973, the Front end was changed to fit new bumper standards, and a new Mach 1 grille was made. The Mach 1 grille in prior years had 2 "sportlamps" horizontally across the grill on the left and right side, while the functional parking lamps rode low underneath the front bumper at the outer ends of the valance panel. In 1973, all Mustang models had the sportlamps changed to a vertical orientation at each end of the grill, and these lamps served double duty as the parking lamps also. This was necessary since the new-for-73 front bumper was larger and effectively blocked the view underneath the bumper, the previous location of the parking lamps. The rear bumper was also mounted on new bump-absorbing extensions which caused the bumper to protrude from the body about an inch farther than before. The Mach 1 graphics were also updated to a simpler, yet bolder design, which was necessitated by the change in the front bumper. Engine options remained the same as in 1972. One of the most recognizable as well as popular features of the '71-'73 block-off plates in the scoops, so it was a visual, non-functional item. However, they could be made fully functional on models ordered with the 'ram-air' option. This included vacuum controlled 'flappers' at each scoop, and a huge fiberglass underhood 'plenum' that directed cool, outside air into the carburator for increased performance. The ram-air option included a two-tone hood paint treatment in either 'matte black' or 'argent' (matte silver), coordinated to the color of the Mach 1 decals and striping. In addition, all ram-air equipped Mustangs of this generation came equipped with big twist-style chrome-plated hood lock pins.

Because of the popularity of the ram-air option, but because of the trouble getting the ram-air option approved for emissions reasons, Ford offered an 'exterior decor' option in 1973 that consisted of the two-tone paint treatment and the hood pins, but without the actual functional components of the 'ram air' system. The only engine that the functional 'ram-air' option was available on in 1973 was the 351 2-V, even though the 351 4-V 'Cobra Jet' was optional on every model.

The Mach 1 was the performance package, fitted with the 2.8 L V6 rated at 105 hp (78 kW). The 1974 Mach 1s outsold the previous 4 years with the V6 in the light for its size 2,700 lb (1,200 kg) II. Next year the 302 was brought back into the Mustang, giving a much needed performance boost. At 140 hp (100 kW) and 240 lbf·ft (325 N·m) of torque, the MII was available with a 4-speed manual. It formed the top end of performance in the Mustang IIs. With 1976 came the introduction of another "performance" model, the Cobra II. In 1977 little changed but the grille of the Mustang and 1977 proved to be the lowest selling year of the Mach 1 yet, selling only 6,719 cars. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs ever. Nothing changed for 1978 other than Ford adding yet another performance model to the lineup, the King Cobra. This became the final year for the Mustang II as well as their performance models. The Mach 1 name was discontinued.

During the 1990s, the preeminent performance Mustang was the SVT Cobra. Following the departure of the Fox chassis in 1993 and the arrival of the SN-95 in 1994, Ford also sought to eliminate the 302. (Now marketed as 5.0 Liters; although 302 CID is closer to 4.9 L ) Drawing on its newly developed OHC architecture engines known as the Modular, SVT created the 1996 and up Cobra around several variations of the 32 valve, all aluminium 4.6 liter (281 CID) V-8. Below the SVT in performance was only the GT, reintroduced in 1982 with the 302 HO "5.0", later turning to the 16–valve SOHC V-8 in 1996. While still well behind GM competition in acceleration (the base Camaro Z-28 engine from 1993 and up made 275 hp (205 kW) and rose to 305 hp (227 kW) in 1998), the sales on the new SN-95 style cars increased, so that by 2002, Mustang sales topped the combined sales figure of the Firebird and the Camaro. With GM's withdrawal from the "Pony Car wars" in 2002, Ford had a free hand at the whole market but nonetheless created what was arguably the fastest stock Mustang up to that point in time with the 2003-2004 SVT Cobra. However, concerns over a price gap between the GT and Cobra, as well as interest in keeping sales up before the release of the all new 2005 S197 Mustang prompted the creation of two unique mid-range performance models: The 2001 1/2 Bullitt GT and the 2003 and 2004 Mach 1 both credited to Team Mustang led by Scott Hoag.

Following the stir caused by the retro 2001 "Bullitt" (A lightly modified 2001 GT, named for the famed chase Mustang driven by Steve McQueen in the movie "Bullitt") Ford saw the value of heritage in the Mustang name and as a follow up, sought to revive the Mach 1 name. While similar to the Bullitt in the use of the Cobra's 13 in (330 mm) Brembo front brakes, unique Tokico gas shocks and struts, and lower and stiffer springs, the Mach 1 received a huge performance gain over the base GT and even the 265 hp (198 kW) Bullitt in the form of a unique variant of the DOHC 32–valve 4.6 Liter Modular V8. Commonly known by Mach 1 owners as an "R" code DOHC, (for the unique VIN engine R code) this all-aluminium engine features the same high flow heads as the 2003–2004 SVT Cobra, 2003–2004 Mercury Marauder, 2003–2005 Lincoln Aviator, and the 2003–2009 Australian Boss 5.4 L V8s (see Ford of Australia Boss 5.4 L), the engine also has intake camshafts sourced from Lincoln's 5.4 Liter "InTech" V8 to provide more mid-range torque. The Mach 1 engine had a 10.1:1 compression ratio in contrast to the 1999 and 2001 Cobra's 9.85:1, and the Mach 1 was equipped with a Windsor Aluminum Plant or WAP block unique from the Teksid aluminium blocks used in the 1996–1999 Cobras. The Mach 1 also featured a relatively high redline of 6,800 rpms (5-speed cars) and fuel cut off at 7,050 rpms or 5800 rpms (4-speed automatic). While on paper the 305 hp (228 kW) ratings seem a loss when compared to the 1999 and 2001 SVT Cobras which produced 320 hp (239 kW), in practice the Mach 1 engine produced similar peak horsepower and substantially more torque.

Further differences included the use of Ford's 8.8-inch (220 mm) solid rear axle with a 3.55 final ratio (As opposed to SVT's Independent Rear Suspension) also the availability of a 4 speed automatic in addition to the Tremec sourced 5 speed manual. Factory steel "Box" cross section subframe connectors were also added to increase chassis strength for both the added handling and to deal with the prodigious torque over the stock GT. Style wise, the Mach 1 was very distinct from other Mustangs as it drew heavily from the 1970 Mach 1. In addition to the matte black spoiler and hood stripe, flat black chin spoiler, Mach 1 rocker panel stripes and Mach 1 badging on the rear, there were also faux Magnum 500 polished 17x8 alloy wheels. A retro themed interior was included with well bolstered dark grey leather seats featuring 70's style "Comfort Weave" textures, a 1970s style gauge cluster and a machined aluminium shift ball. An optional 18G interior upgrade package included stainless steel pedals, a 4-Way head restraint, aluminum finished shift boot trim ring and door lock posts, and aluminium look bezels on the dash. The most noticeable difference visually from other Mustangs was the bulging hood with cut-out and the return of a semi-legitimate "Shaker Hood". While physically identical in placement and function (the scoop is said to be built on the same tooling as the 1970 Mach 1) it only provides a portion of air to the motor routing to the air box ahead of the MAF. It does function well as a cold air "snorkel" and a partial Ram Air at speed.

2004 saw only minor cosmetic changes to the Mach 1. 2004 Mach 1s can be identified by bare aluminium finished valve covers, as opposed to the 2003's black finished covers. Outside, 2004 Mach 1's wear 40th anniversary tags ahead of the doors while the 2003 has the traditional Mustang Running Pony and Tri-Color bar. The lone interior change was the deletion of the overhead "cargo net" mounted on the headliner. Despite pre-production rumors, the horsepower and torque ratings were not increased in 2004. Power rating was 305 hp (227 kW) and 320 lb·ft (434 N·m).

Unlike many limited edition cars, 2003 Mach 1 owners had a variety of stand out colors from which to choose. Originally the cars were offered in Black, Dark Shadow Grey Metallic, Torch Red, Zinc Yellow, Oxford White and the Mach 1 only Azure Blue. In 2004 Zinc Yellow was dropped as an option and replaced with a more vibrant yellow called Screaming Yellow, as well as an all new color called Competition Orange.

With such improvements in power and a relatively light curb weight of 3,380 lb (1,533 kg), the 2003 Mustang Mach 1 posted magazine test numbers that were impressive given its $29,305 price tag. Magazine tests by Motor Trend found numbers from 13.88 seconds at 101.9 mph (164.0 km/h) for the automatic equipped 2003 Mach 1 with a 5.6 seconds 0-60 mph, up to the 5 speed's blistering 13.2 seconds at 106.7 mph (171.7 km/h) with a 4.7 second 0-60 mph time.[1] All this while maintaining a decent 63.5 mph (102.2 km/h) on a 600-foot (180 m) slalom and 0.85 g's on the skidpad, though the higher CG of the larger DOHC motor has created a tendency to understeer more than the IRS equipped SVTs and lower CG and lower curb weight Bullitt GTs with the same basic suspension and brakes.[2]

Limited in production, the 2003 and 2004 Mach 1s ended with the New Edge body platform, the discontinuation of the Fox framed unibody, and the introduction of the first new frame design since 1979 the s-197 with 9,652 2003's[3] and 7,182 2004's[4] being built, contrary to the Mach 1 originally being advertised as a one year limited run model with production set at 6,500 cars.[5] Plans at Ford again call for a mid-range model between the Mustang GT and Shelby GT500 (Shelby has already set out with a GT-H for Hertz rental like the legendary GT-350, as well as a buyable version) but it is unlikely to be another Mach 1 as rumors are that either the Boss or the Bullitt name will be used again.