Info: The 442 option was not available on (3469) 4-door sedan models, but it was available the (3427) Standard F-85 Club Coupe (post), (3827) F-85 Cutlass Sport Coupe (post), (3837) F-85 Cutlass Holiday Coupe & the (3867) F-85 Cutlass Convertible. No Deluxe model was eligible for the 442 option. Cost of the 442 option was $190.45 on the standard and $156.02 on the Cutlass. 1965 marked the beginning of 442's with big blocks as standard. Note: while it's true that there were no 4-door 442's in 65 and beyond they did offer the Police Pursuit Apprehender 4-door F-85's and Cutlass'. They do not carry the 442 badges, but they have all of the same equipment as a 442 along with a police calibrated speedometer. In other words, a 4-door 442, what a sleeper. There is a possibility that early 1965 442s had 425's before the new 400 CID big blocks were ready. Some original cars have been seen (so I've heard ,but never truly documented). General Motors was very strict about the 400 CID limit in the A-bodies, but the factory built cars, whether the right or compatible parts were available or not. If any one can help to clarify this with a one owner car with a 425, please contact me, we will all be forever in your debt. Model Units 3spd 4spd Auto F-85 Club Coupe (post) 1087 109 736 242 Cutlass Sport (post) 5713 287 3164 2262 Cutlass Holiday Coupe 14735 204 8140 6391 Cutlass Convertible 3468 90 1695 1683 Total 25,003 690 13735 10578 Engine specs: 400 cu in, 4-bbl Rochester Quadra-Jet, 10:25.1 CR, 345 hp@4800, 440 ft/lbs torque@3200. Transmissions: Standard: 3 spd manual ( M-13 ) Optional: 3 Speed manual ( M-14 ) heavy duty Syncromesh w/ Hurst linkage & Shifter. 442 only. "Hurst" as stamped on the shifter. ( This was a Ford Toploader 3 speed Transmission ) 4 speed manual floor ( M-21 close ratio fully syncronized Muncie with either 3:23 or 3:55 gears and an 11 inch clutch) 2 spd auto ( M-32 ) Jetaway "2.5 speed" Heavy Duty transmission ( M-32 )marketed that way due to the switch-pitch converter). Rear Axles: Standard: 3.08 w/auto 3.23 w/manual Optional: 3.23 w/auto 3.55 w/auto 3.55 w/manual 3:90 If your car came equipped with 3:90's you could get 4.11 or 4.33 gears dealer installed. Performance Data: "Car & Driver" - ¼ mile in 15.0 at 98 MPH. 0 - 60 in 5.5 seconds. 10-16 MPG (4spd manual, 3.55 rear). "Car Life" - ¼ mile in 15.5 seconds at 89 MPH. 0 - 60 in 7.8 seconds. ( Personally I don't think these guys could drive ) |
Oldsmobile 442 1965 Production started in September of 64. According to Olds, at this time, the 425 was the only big block in their arsenal, but was used exclusively in the big cars) In January of 65 Oldsmobile issued the manual including the 400 as the only 442 engine. Which doesn't mean the 400 wasn't available till then. I t simply means they took their time getting the manual up to date. We have seen 389298 B block 400's with a Julian date of 121, which indicates that it was built late April of 1964. So I feel this blows the 425 theory out of the water. I have seen a few dealer replaced 425's after the 400 was blown, but they did NOT come from the factory. Oldsmobile got the 4-4-2 package right for 1965 by making it available on all two door F-85 and Cutlass models. The previous 330 engine was replaced with a new 400 cid engine, generating 345 (under rated) horsepower and 440ft-lb of torque. The name now signified the 400 cid engine, 4 barrel carb, and dual exhausts. The package included heavy duty issue shock absorbers and springs, battery, clutch, front and rear stabilizer bars, fat tires, and 4-4-2 badges. Marketing was much more youthful and organized, and sales improved to 25,003. Critics pronouned the 4-4-2 as one of the best handling of the intermediate muscle cars and an all around balanced performer. For The Record: In 1964, 1965 thru 1967 "442" was an option which could be added to the F-85 or Cutlass models (only the Cutlass Supreme in 67). The 442 became a model for 1968, 1969 & 1970 and then reverted to an option. Oldsmobile 442 1965, technical data Engine: 400 V8 345 hp@4800rpm Performance: 400/345: 0-100 in 15.5 sec. |
1964 F-85 & Cutlass History General Motors introduced a new mid-size platform in 1964. Buick, Olds, and Pontiac dropped the sub-compact line of '63 and migrated the names of the Skylark, Cutlass, and Tempest from their compact models to the larger platform. The 64 Olds Cutlass was a trim package based on the baseline F-85 model. F-85's and Cutlasses were offered with a v6, and two v8 engines. The v8 was the new 330 and came in both a low compression 2bbl version and a high compression 4bbl version. This same v8 block would continue production into the late 1980's and see displacements of 330, 350, 403, 307, and 260 (There was even a diesel version of the 260). Three transmissions were available. A 3 speed manual, a 4 speed manual, and a 2 speed automatic. Late in the model year, three months prior to the release of the 65 models, Oldsmobile executives demanded the production of a GTO competitor. Olds marketing assembled the 442 trim package. It was nothing more than a Cutlass with the B-09 Police pursuit package and some 442 badging. the 290hp high compression v8 was fitted with a dual snorkel air cleaner and it's advertised horsepower was increased to 310hp. Also included as standard was a 4 speed, dual exhausts, and a unique rear anti-sway bar (the first US mid-size car to have one!). 2999 442 were produced, most were Cutlass hardtops, some were sedans and convertibles, and a handful were 4 doors. Identifying a 64 442 is simple, determining if it is authentic is very difficult. 442 badges on the fender fenders between the headlights and the wheelwells, and a 442 badge on the rear decklid on the passenger side. Originals had dual snorkel air cleaners ( dual snorkels could be had on Cutlass models as well, despite any recently published 442 restoration guides may lead you to think ). Original 442's had unique boxed lower control arms for the sway bars. All 442's were produced late in the 64 production year, so the date of manufacture should be the summer of 64. The 330cid powerplant used a 3.938" bore and a 3.385" stroke (the same stroke for all Olds smallblocks, 260-403). The cranks were forged, and the valve train used a rocker shaft ( unlike the small blocks of 65 and later which used individual rocker pedastals ). The cam profile on the 4bbl cars was duration: 278/282 lift: .430/.432 (Int./Ex.). The Rochester 4GC 4bbl was used in 1964 (this is the same flange as a squarebore Holley or Carter AFB/AVS). The Standard Cutlass engine was the 290hp 330 V8. F-85's could be had with a 230hp 330 V8 or a 155hp V6 as a standard drivetrain, the 290hp V8 was an option. The 230hp V8 used a 2bbl Rockchester carb and 8.75:1 compression. The 290hp V8 used a 4bbl Rockchester 4GC carb and 10.25:1 compression. The 155hp V6 was a 9.0:1 compression Buick engine and was available in F-85's in 1964 and 1965. It was replaced in 1966 with the "Action-Line Six" which was a Chevy L6. A 3.08:1 rearend was standard on all Jetaway cars except the V6, which came with a 3.23:1, and the 230hp V8 Jetaway which came with a 2.78:1 . A 3.23:1 was standard on all standard transmission car except the 230hp 330 V8's, which was a 3.08:1. Option ratios on all engines were the 3.90:1 and the 3.36:1. The 2.78:1 was an optional economy ratio on 290hp Jetaway cars. Interchange Info: The rebuilt water pumps are hard to locate but they can still be found (keep calling! and consider keeping your old core). If you switch to the 65 and up water pump, switch the radiator too. Rear axles: 64-65 Cutlass and Buick Skylarks. The axles GM used in these A-bodies were made out of weak steel. the bearing races are made of tougher steel than the axles, so if the sealed bearing fails... the race spins and the axle is useless. then try and find a replacement! You've been warned. Rear axle housing: 64 Olds only. Glass: rear window, side windows, and windshields interchange on all 64-65 GM A-bodies (Cutlass, Skylark, Chevelle, Tempest..). Trunk lids and doors: 64 and 65 Cutlass doors and truck lids interchange. Rear quarters: The outer skin of a 64 will fit the 65, but not the inner fender or wheel wells. The chassis of a 64 Cutlass is not identical to just any 64-67 GM A-body. The front rear suspension is generally the same for 64-65 Buick and Oldsmobiles A-bodies (but not Chevrolet and Pontiac). Some components are 64 Oldsmobile only. The front suspension's draglink (or centerlink) was used on 64 model year and some 65 model year Oldsmobiles and Buicks. There were two draglinks available, a 7/8" dia. draglink and 15/16" dia. draglink. This part is getting hard to come by. McQuay-Harris discontiuned it and it seems that the only place that sells it is Rare Parts, Inc.. Its quite expensive if you purchase it directly from Rare Parts, Inc. (try $275), however they give volume discounts to Autozone, Advance, and other large parts carriers. The draglink can be obtained for less than half of that $275 price that Rare Parts lists. Gas tank: 64-65 F-85 and Buick Special '64-66 except wagons. The ball joints are still widely available and are general in stock items at most parts retailers. The lower control arm (LCA) bushings are somewhat available, although the rear LCA bushing is difficult to track down (Note that each LCA has a front and rear bushing and the two are not the same). |
Magazine Articles Featuring The 65 442 HOT ROD March 1965 Article by Eric Dahlquist MECHANIX ILLUSTRATED March 1965 Article by Tom McCahill MOTORCADE May 1965 Article by John Lawlor CAR AND DRIVER May 1965 MOTOR TREND May 1965 Article by Bob McVay CAR LIFE May 1965 CARS June 1965 Article by Alex Walordy CAR CRAFT July 1965 Article by Mill Masters Safety Club MODERN ROD July 1965 Article by Bob Pendergast ROAD TEST July 1965 CAR CRAFT November 1965 Article by Roger Huntington MUSCLECAR December 1989 Article by Tom Shaw MUSCLECAR February 1990 Article by Nelson Cardadeiro CAR CRAFT January 1991 Muscle Car Classic Photo |
By 1965, Oldsmobile had the answer, some 35 additional horsepower. Apparently General Motors brass were swayed by the success of the Pontiac GTO, so they relented on their decision to keep big blocks out of the mid-size cars. For us Olds lovers the 60's would never be the same. The '65 Cutlass 442 could be equipped with a de-stroked version of Oldsmobile's monster Stage II 425 Rocket V8. Apparently modified to keep within the revised GM bounds restricting mid-size cars to engines of 400 cubic inches or less, this new 442 powerplant measured out at 400 cubic inches on the nose. (The same dictate restricted the size of the engine in the Chevelle, resulting in the famous SS 396, although those in the know will tell you the Chevy engine in that application actually displaced 401 cubic inches.) Using what Hot Rod magazine described as a "moderate" 10.2:1 compression ratio, the 442's Rocket engine produced an underated, claimed 345 horsepower and an amazing 440 pound-feet of peak torque at 3200 rpm. There's no substitute for cubes, indeed! Designed for heavy-duty use, the engine offered such hot rod parts as forged steel crankshaft and connecting rods, light, stamped steel rocker arms with tubular pushrods, plus 2.0-inch intake and 1.625-inch exhaust valves. All of this good stuff......to use the words of Hot Rod, "contributed to vigorous and long-lasting health." With the big-block engine under the hood the 442 had quickly come into its own. Oldsmobile still advertised the broad range of its vehicles with the mildly provocative slogan: "Pick the Rocket to fit your pocket!" But with the beefier engine, 442 now meant 400 cubic inches, four-barrel carburetor and dual exhausts. The big-block 442 of 65 was the wave that would carry the car's reputation through the Sixties and into the smog-clogged Seventies. A series of W30 options available on the 442 would do nothing but enhance the reputation of the car as the years passed. The first of these added a Tri-Power set-up to deliver what Olds said was 360 horsepower. Others suggest the true horsepower figure was more like 400. Next they added forced cold-air induction to the Tri-Carb and 4 barrel 442's. Before it's demise, the 442, would be equipped with a 455-cubic inch V8 of monstrous proportions that only made its legend more stellar. Finally, as we moved into the seventies, restrictive air pollution regulations choked out the horsepower gains, and by the time the first Oil Crisis hit in 1974, the true Olds 442 became a relic of a by-gone era. |
