f Olds FAQ -- Hurst/Olds



[ Hurst/Olds ]

* 1968
* 1969
* 1970
* 1972

* 1973
* 1974
* 1975

* 1977
* 1979
* 1982

* 1983
* 1984
* 1988

Submit corrections and additions to this information to The Olds FAQ Compiler.



History

This name was assigned to Oldsmobiles that were modified by the Hurst Performance Research Corporation and resold through select Oldsmobile dealer channels. They represent the most powerful production Cutlass available for the model year. They are also the most sought after Cutlass model along with the W-30, W-31 and W-32.

Beginning in 1973, Hurst/Olds concentrated more on luxury than performance. The W-30 designation was used on the 1974 and 1975 H/Os to identify the 455-powered cars (but without the performance of the 70-72 cars), and it was used again on the 79 H/O and 80 442 to designate the 350 Olds motor used in those cars (all other A-body Olds cars those years got the 305 Chebby as the top motor).

Hurst/Olds were made in 1968, 1969, 1972, 1973, 1974, 1979, 1983 and 1984.


Authentication

This is sort of a prickly subject because the factory was concerned with producing vehicles, not the desires of collectors thirty years later! So you will find some (maybe a lot) of stock, factory, not mickeyed, un-numbers matching vehicles.

It seems to be a matter of record here on the list that Olds was kind of "loose" with the correspondence between the series designation in the VIN and the style number on the body plate, in the period of 1968-1969. As much as we would like to think that Olds inscribed those numbers on the cars purely for the sake of collectors verifying the correctness of these cars thirty years after the fact, the real purpose of them was convenience and record-keeping in the production process. So, if the Lansing plant was able to produce 442's efficiently, with the right parts, by simply installing all the parts in the regular Cutlass bodyshell (which would differ from the 442 shell by only two digits in that data plate), then there's no reason for them not to. Of course, the VIN would have to reflect the models that the dealers actually ordered, and since different prices were given for the different models, a dealer who was expecting a VIN beginning with 344 would feel cheated if he got a list of an incoming car beginning with VIN 336.

In theory, the VIN and Body (cowl) Tag should match, but it is really the VIN that counts. For example, Lansing 442's (at least) came off the line with regular Cutlass body plates, even though the VIN is correct for a 442. However, someone could have changed the VIN - check for new rivets! One other way to think about this: if someone did alter the car to look like a 442, why would they add the VIN, but not the body plate, from a 442? A body plate is a lot simpler to replace; would someone with an original 442 try to pass it off as a regular Cutlass by installing a "336..." body plate?

Check the serial number on the engine, stamped on a pad below the drivers side head at the front of the engine. This will probably require a mirror and possibly some cleaning. This should be 8 characters long and match the last 8 characters of your VIN.

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.

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

[ Notice: ]Please refer to the Engines section for authentication as well!
[ Notice: ]Please refer to the Blocks section for authentication as well!
[ Notice: ]Please refer to the Heads section for authentication as well!
[ Notice: ]Please refer to the Intake Manifolds section for authentication as well!
[ Notice: ]Please refer to the Exhaust Manifolds section for authentication as well!
[ Notice: ]Please refer to the Carburetors section for authentication as well!


Production

1968:

Authentication:

A total of 515 were built. 459 Cutlass Holiday 2-Door Hardtops, and 56 Cutlass Holiday 2-Door Post Coupes. Story Olds, the largest Olds dealer in the world, is responsible for the extra 15 68 H/O's being built.

The '68 H/O's were built out of 442s. The body tags of Lansing built 442s have Cutlass numbers on them.

'68 H/Os should have wood on the dashes and a 'H/O by Doc Watson' sort of foil decal on the wood on the glove box. I think some of the cars might not have gotten the wood though. A real wood sport wheel and tic tac toc. It MUST have disk brakes in the front.

The Ram air scoops under the bumper should be the larger 13' scoop as opposed to the 1969 under bumper 9" scoop, and it should have a chrome molding around mouth of scoop.

Engine Specs:
If the car is non A/C (W-45): 455 If the car is A/C (W-46): 455
D-Heads C-Heads
Regular cast iron intake Regular cast iron intake
X,Y exhaust manifolds X,Y exhaust manifolds
7028255 (W-31) carb 7028251 carb

The H/Os used a Toro 455 short block with the W-30's D heads (except for the 1968 A/C cars), a milder cam than the W-30, and regular cast iron 4V intake. They were 455s, but not W-30s.

Remember though folks, the 455's were installed on the factory assembly lines in the H/O's, contrary to what you may have heard. According to Doc Watson, a story was made up about the 455's being installed at Demmer. Nope. That was just to keep the Olds brass happy with their ban. The cars were driven off the assembly line. An old Olds engineer has pics of the plain white '69 non-emblemed 442's on their way out the Lansing door. Makes sense, since the assembly manual references W-46 codes in the engine section, and Federal law said the engines had to have part of the VIN stamped into them when they left the factory. So, unless that was a 455 block that "got away," it should have had a 400. Anything was possible back then, however.

Transmissions:
TH-400 OW automatic.

Car #1 was equipped with a 4-speed. This car is in residence at the R.E. Olds Museum in Lansing, MI. To add MORE controversy, according to Demmer Corporation, the ORIGINAL 4 speed unit was towed (for some reason) to the meeting with Oldsmobile brass, and was flipped over and trashed in a ditch before it got there. So Demmer in reality owns the SECOND 4 speed car, in actuality.

Rear Axles:
Non A/C cars have the T3 rear (3.91:1), while A/C car have the S5 rear (3.08:1).

Performance Data:
13.77 covering the ¼ mile.

Check out for some more '68 H/O information.

[ Thanks to Jim Chermack, Brent Pinkstaff, Joe Padavano for this information ]

1969:

Authentication:

914 - (or 906 + 6 = 912) Cutlass Holiday 2-Door Hardtops and 2 Cutlass Convertibles were built.

All 69 H/Os were based on the 442 Holiday coupe (except for the two, three or so convertibles, obviously). VIN should start with 344879M... They were specifically _not_ Cutlass S cars, in fact, they carried no insignia other than the H/O emblems. Hood scoops are available repro, by the way, as are the wing (which a real H/O would have, also).

Distinctive "Mailbox" hood scoops unique to that car with a special air cleaner adapter which used the top plate and flapper door from a Ford Cobra Jet. The 69 H/O had 15" SSII wheels with chrome rims and either gold or argent (metalic silver/grey) centers. Cameo white exterior paint with black bucket seat interior. All 69 H/O's were 442's (code in VIN). Power brakes with front discs.

Linda Vaughn got one of the convertibles.

Just a word about the 1969 emblems being metal. There are some to believe this to be the case. THEY WERE NOT! Metallized yes, all metal, no. Copper plate with chrome plating over it. Just to set the record straight. However, different years used different plating, apparently. I've seen NOS ones that were damaged and were just flash chromed plastic with no copper coat. I've YET to see an old H/O emblem pit like an old 442 emblem. I guess that's because plastic doesn't pit. NOS emblems are available for the Hurst/Oldsmobiles from BAP 1-800-442-PART Oldsparts.com. Reproduction emblems are for "clones".

The engine itself isn't much more than a 10.25 to 1 compression Toro 455 short block with slightly dished pistons, a milder cam than the W-30, and a unique cast iron intake. It comes with a nodular iron crank, although reportedly there has been "some" unconfirmed steels. The 4 bbl carb was your run-of-the mill 7029251 carb, and it came with "D" heads. The 1969 H/O also used a air cleaner adapter based on the Ford CobraJet air cleaner top.

The cast iron intake # is 405233, and has the PCV tube sticking out of it in the front. Only used on 69 H/O. The valve covers are chromed stock units, with indentations for the clearances, and it has either an 1111973 or 1111989 distributor #.

Remember though folks, the 455's were installed on the factory assembly lines in the H/O's, contrary to what you may have heard. According to Doc Watson, a story was made up about the 455's being installed at Demmer. Nope. That was just to keep the Olds brass happy with their ban. The cars were driven off the assembly line. An old Olds engineer has pics of the plain white '69 non-emblemed 442's on their way out the Lansing door. Makes sense, since the assembly manual references W-46 codes in the engine section, and Federal law said the engines had to have part of the VIN stamped into them when they left the factory. So, unless that was a 455 block that "got away," it should have had a 400. Anything was possible back then, however.

It seems the '69 H/O's car number is a little different as well. These carbs were listed as Rochester QJ's, number 7029251. It is date coded 0649. Assembly plant code RJ. P> HOWEVER, he said that some other H/O kinda guy said that all the cars built in April and May had only the 29251 number, without the "70" in front. Puzzling. I personally have never heard of this one. The cars were built from the last week of March (03D) to the last week of May (05E). So that would mean that 99% of all the 69 H/O's would have this 29251 number if this were true. Mine was built the last week of March, and when I purchased mine, it had a 7029251 number on the carb. I realize it could have been replaced, but all the H/O literature I can find references the "70" type number. Even the GM parts books. Hmmmm....

Transmissions:
Automatic trans with OH code on tag. Dual gate shifter with shorty console. Posi rear.

Rear Axles:

Performance Data:
"Motor Trend" - 13.98 at 101.28 MPH. 0-60 time of 5.9 seconds.
"Road Test" - 14.08 at 99.88 MPH.

[ Thanks to Joe Padavano, Jeff Stanish, for this information ]

1970:

Authentication:

A real Hurst/Olds never happened due to Oldsmobile trying to do it all by themselves. Olds wanted a 70 H/O, and the Rallye 350 was the modified end result of the original 70 H/O design. What they did put together was the Rallye 350, which was originally conceptualized as the 1970 Hurst/Olds. Something went wrong with the planning and they decided to enter the car in the insurance beater market. For whatever reason, Hurst and Olds seemed to have a love/hate relationship through the years, and the 70 H/O never was to be. Olds figured they could do this themselves in-house (note: the spoiler/ram air, wild graphics), but also try to rub snake-oil on the insurance carrier's backs at the same time by offering a performance car, but with a "smaller" and still potent engine. So they built the Rallye 350.

Dealers have commented that when the 70 Rallye came in, nobody wanted it. In stark contrast to the 68 and 69 H/O's, it was not a good seller. But people weren't going to pay the price tag when someone could pay a few bucks more for the W-30. Some dealers reverted to replacing the yellow bumpers with chrome ones, just to try and move the cars off the lot. What we all wouldn't give to take a time machine to 1970 to pick up a car that seemingly "nobody wanted"!!!!

The H/O's were supposed to be a specially prepared "upgrade" for the 442. NOT designed to take the place of the W-30, however.

Sebring Yellow exterior, with body colored bumpers. A total of 3547 were built. The base price was $3253. The Rallye holds a special place, for there weren't many of those produced either. But if you find an original with chrome bumpers, don't misjudge it as a fake right away.

Fitted with "W-31" 350's, but less than 12 were actually built to original W-31 select-fit specifications. Force air fiberglass hood, Rallye sport suspension, dual sport mirrors, special steering wheel.

Engine Specs:
Rocket 350 w/dual exhaust. 310 hp at 4800 RPM, 390 ft/lbs torque at 3200 RPM.

Transmissions:

Rear Axles:
The 2.78:1 was standard for the automatic and could be ordered with the following:
Ratio Option Code
2.56:1 (G96)
2.78:1 (std)
3.08:1 (G90)
3.23:1 (G91)
3.42:1 (G92)
3.91:1 (G88)

Performance Data:
"Car Life" - May 1970 - 15.27 at 94.33 MPH. 0-60 time of 7.0 sec.

[ Thanks to Bobby Etzel, Jim McKeague for this information ]

1972:

Authentication:

All H/O paint striping resembles the Indy Pace car color scheme. All were painted Cameo White. The 72 H/O came with Rallye Suspension, dual exhausts, power front disc brakes and a 3:23:1 axle ratio. All were equipped with Turbo-Hydro Matic, shifted through a Hurst Dual Gate Unit. Hurst made a few modifications to the standard production Oldsmobile 455, but the Oldsmobile W-30 high performance V-8 could be specified by the buyer. The W-30 cars came with a 3:42:1 rear axle. anti-spin differential, and the W-25 OAI fiberglass hood.

H/O Vista Cruiser wagons were built for and used at the Indy 500.

A total of 629 or 624 were built, breaking down as follows:

499 Cutlass Supreme Hardtops
220 w/Sunroofs
130 Convertibles
76 Indy Pace Cars
42 Convertibles
27 Coupes
6 Station Wagons
1 Sedan
or 624 built (32 W-30)
262 w/sunroofs
3 Station Wagons
130 Convertibless (10 W-30)
229 Hardtops

1972 was the first year to see the engine code as the fifth digit of the VIN. Now, we all know about the famous "X" code, signifying a W-30 that year. We also know that the 442, which had reverted to an option package on the Cutlass line, was available on only four models:
Model Body Style VIN with W-30 engine
Cutlass HT 3287 3F87X2M......
Cutlass S Sport Coupe 3677 3G77X2M......
Cutlass S HT 3687 3G87X2M......
Cutlass Supreme Convert 4267 3J67X2M......

But wait. The 72 H/O was also available with the W-30 as an option. The H/O was based on the Cutlass Supreme Convertible (4267 body style) and Hardtop (4257). Assuming the W-30 was installed by Olds at the factory prior to delivery of the cars to Hurst, the VIN for the Hardtop H/Os should begin 3J57X2M......, making these the only "57" style (notchback) cars with an "X" VIN.

While most will consider this a trivial matter, I think it's kind of cool. I submit that 72 H/Os were the only Supreme HTs ("57" body) to come from the factory with an O.A.I. hood as well.

Engine Specs:
Rocket 455, 4bbl, 8.5 compression, 270hp@4400 and 370torque@3200.

Transmissions:
TH-400.

Rear Axles:

Performance Data:
No data.

[ Thanks to Joe Padavano for this information ]

1973:

Authentication:
Available in Ebony Black with gold trim or Cameo White with gold trim. This was the first ever color chioce available on an H/O. Came with a broad center hood stripe, full length body stripes, and H/O emblems in middle of rear windows. 1,097 were produced only on the Cutlass S style.

Hurst/Olds package is option code W-45. This H/O was basicly a 442 with the exception of the 1/4 panel windows which were "opera" style (kinda square-ish, and very small) with a H/O decal in them. The basic 442 hood had a fiberglass "bubble" of louvers riveted on the hood which put the louvers aprox. 1" above the rest of the hood. The area around the tail lights were "blacked out" and you got the rest of the usual H/O emblems around the car. Chrome tailpipes were cool. Of special interest was the new spring loaded hood emblem "H/O".

Available options (only "neat" ones listed here): color-keyed SSIII wheels (SSII still availble). Sunroof, wide-ratio 4-speed, swivel buckets, posi axle, color-keyed dual side sport mirrors, mini console, sports console.

Engine Specs:
Standard was the 275hp 455. The W45 option added W-30 springs and valves (L-75 engine) and a 3.08 rear. The W46 option added a hotter cam (L77 engine), was not available with A/C, and added a 3.23 rear.

Transmissions:
TH-400. and an anti-spin rear.

Rear Axles:

Performance Data:
No data.

[ Thanks to Kurt Heinrich for this information]

1974:

Authentication:

Indy Decals were available to all H/O owners. Available in Cameo White or Ebony Black. As I recall, aside from the engines, both versions were quite similar if not identical.

A total of 1995 were built, breaking down as follows:

1800 Regular Hurst/Olds
2 Actual Indy Pace Cars Convertibles
100 Indy Pace Car Replica Convertibles
1 Special built Cutlass Salon Sedan
92 H/O 88 Convertible

Engine Specs:
W-30 option was the Rocket 455 (and TH-400 trans), while the W-25 option was the Rocket 350 (and the TH-350 trans). While the cars with the 455 carried the familiar "W-30" decals, those with the 350 had a "W-25" decal.

Transmissions:
TH-400 (with option W-30), or TH-350 (with option W-25).

Rear Axles:

Performance Data:
No data.

[ Thanks to Tom Stoner for this information. ]

1975:

Authentication:

The 75 H/O was available in the Cutlass Supreme Coupe in either white or black with gold accent striping. Interior colors are either white or black.

The Hurst Conversion Package Included the following as standard:

The W-25 or W-30 option included the following as standard:

Hurst Conversion Package-optional items:

Hurst/Hatch T-Tops introduced and installed in all cars. This was the last year for the 455. Exterior colors were Cameo White or Ebony Black.

A total of 2535 were built, as follows:

Engine Units
455 1193
350 1324
Color Units
White 1293
Black 1242

Engine Specs:
Rocket 455 or Rocket 350. W-30 option was the Rocket 455 (and TH-400 trans), while the W-25 option was the Rocket 350 (and the TH-350 trans). While the cars with the 455 carried the familiar "W-30" decals, those with the 350 had a "W-25" decal.

Transmissions:
TH-400 (M-40) with the 455 engine (drivetrain with the W-30 option). TH-350 (M-38) with the 350 engine (drivetrain with the W-25 option).

Rear Axles:
2.56:1 was standard. Optional were the 2.73:1, or 3.08:1 differentials. Anti-spin was optional in all ratios, and all ratios were available with the W-25 and W-30 option.

Performance Data:
No data.

[ Thanks to Jason Labay for this information ]

1976:

There wasn't a Hurst/Olds per say, with higher output engine or special appearance package, but a 1976 Cutlass Supreme, with Hurst conversion T-Tops. With this conversion came "Hurst Olds" side emblems.

1977:

Authentication:

Never became a production reality but 1 prototype was built.

It was black, based on a Cutlass S model, with a modified grille and special roof treatment (rear quarter windows filled). It seems like it had a gold stripe down the side, too.

Olds was on a roll back then, and couldn't spare enough Cutlass bodies to give to Hurst for the conversion. They were selling all they could build, so it didn't make sense to spend money on the H/O. Too bad, it was a striking car.

Engine Specs:
403 with a marine cam.

Transmissions:

Rear Axles:

Performance Data:
No data.

[ Thanks to Jon Wessel, Marvin Friesen for this information ]

1979:

Authentication:

Actually built at an Oldsmobile plant instead of Hurst Performance. These are the only year of Hurst/Olds production which were produced completely in an Oldsmobile plant and not trimmed out in a Hurst or Cars and Concepts facility. Last year for Hurst Dual/Gate Shifter.

A total of 2499 were built. 1165 in Cameo White, 1334 in Ebony Black, and 537 came w/Hurst Hatch T-Tops. Hurst/Olds in '79 were the only Cutlass with W-30 stickers in '79. The Hurst wheels were actually an Oldsmobile factory aluminum wheel that was available on the 1978 Cutlass'. The Hursts wheels were painted gold, and were not on any other Cutlass in '79 but the H/O.

To order a '79 H/O, you had to start by ordering a Cutlass Calais. Therefore all of the standard Calais features for that year, such as reclining bucket seats and Rallye Pack instrumentation, were standard on the H/O. In addition to the 350/350 engine and transmission combination, the Hurst/Olds package included aluminum wheels and the two-tone sport paint which were Cutlass options. Only on the Hurst/Olds however, were the wheels painted gold and was the second paint color gold. No other Oldsmobile in 1979 used that gold paint, but I believe that it was available on some Pontiacs.

Also, only on the H/O were the hood ornament and rocket emblem on the header panel in black. H/O emblems were put only on H/O cars. On a "normal" Calais, these were both red. Finally, the H/O package included the Dual Gate shifter, which was installed in the standard Calais console. I believe that all of these cars had a 2.73 to 1 final drive ratio, regardless of if the axle was limited slip or not.

Sport steering wheel, bucket seats, 442 suspension, and guage package was standard on H/O because it is a Cutlass Calais which had these standard.

Engine Specs:
Rocket 350. All had the Olds 350 V-8 and TH-350 transmission which were standard in the Delta 88 that year. These were the only Cutlass-bodied cars built with the Olds 350 in 1979. H/O did not come with true dual exhaust.

Transmissions:
TH-350 with Hurst Shifter. The Hurst shifter and console is exclusive only to the '79 Hurst/Olds and no other Cutlass in '79.

I strongly doubt that a 4 speed manual transmission option was ever considered for the 1979 Hurst/Olds. As most of you know, 1979 was the only year in which H/Os came off the end of the Lansing assembly line as completed cars, and didn't get sent off for additional work at Hurst Performance Products or Cars and Concepts. For this reason, there would be no possible loophole around the then current EPA regulations.

In part and summary, those regulations stated that as long as an engine/transmission combination had been certified in any production model for that year, the same combination could be used in any other model that the factory desired, so long as less than 2,500 were produced. If 2,500 or more were built, the engine/transmission combination had to be certified specifically in that particular model. Certification was (and I assume, still is) an expensive and time consuming process. The "R" code Olds 350 engine in combination with the TH-350 transmission had already been certified in the 88 models for 1979, so legally that same combination could also be used in the Cutlass body without specific certification as long as less than 2,500 were built. That's why 2,499 1979 Hurst/Oldsmobiles were produced.

Now, there were no 350/4 speed combinations already certified by Oldsmobile in 1979, so certification would have been necessary. Even if management could have been convinced that sales volume would have justified the cost of certification (extremely doubtful that it could have, in anyone's wildest dreams), the necessary time probably wasn't available for this mid-year model to get through the process. After all, by mid model year I'm sure that they're already feverisly at work to get the next year's models through the process.

It is interesting to note however that another combination WAS available to them but went unused. Legally, they could have also produced another 2,499 "super" H/Os with the 403 engine and TH-350, since that combination had also been certified in both the 88 and 98 models. Although I've heard that at least a couple such engineering prototypes were built, apparently the "bean counters" didn't feel that there was enough market share left to justify production. Perhaps they were right, since the 1980 442 option which was identical to the 1979 H/O except for the shifter, sold less than 1000 units.

Rear Axles:

Performance Data:
No data.

[ Thanks to Tom Stoner, Paul Hartlieb for this information ]

1982:

Authentication:

Never became a production reality but 1 prototype was built. It used a blue and silver exterior color combination.

Engine Specs:
Unknown.

Transmissions:

Rear Axles:

Performance Data:
No data.

1983:

Authentication:

Engine Specs:
Rocket 307

Transmissions:

Rear Axles:

Performance Data:
No data.

15th Anniversary model, Lightning Rod Shifter introduced. 3000 or 3001 were built. Color available was black with silver.

[ Thanks to Bob Barry for this information ]

1984:

Authentication:

From the '84 H/O brochure, here's the parts numbers for the engine:

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

The total number built is unknown. 3500 or less than 3000 were built. Color available was black with silver. Last Hurst/Olds to be produced. Lightening rod shifters.

Engine Specs:
Rocket 307.

Transmissions:

Rear Axles:

Performance Data:
No data.

[ Thanks to Mikefor this information ]

1988:

Authentication:

The 1988 H/O which began as a concept car by Jack "Doc" Watson to the Olds factory ended up as being a "kit" car. Individuals would purchase a "kit", find a 1988 rear wheel drive Cutlass Classic car, and when you combined the two, you would have a 1988 Hurst/Olds. If the kit were put on a 1981 thru 1987 RWD Cutlass, then it would be correctly called a Hurst Aero Commerative car and NOT a 1988 H/O. With the kit was a one year membership to the Hurst Olds Club.

Originally the kit was available in the Spring of 1988 from a company called Action Products located in Tempe AZ. This company had plastics' capability through its line of mini cars, and the owner was a friend of Joe Hrudka who owned Mr. Gasket and Hurst at that time. After an initial run, Doc Watson took the molds to produce the kit, and moved everything to Michigan. It was then marketed under another company called Hurst Special Vehicles which Doc owned, and had hoped to market at that time all the items that make all years of Hurst Olds special. Best laid plans etc. The 2 kits used different plastic (revel vs ABS), and both are difficult to fit for the amateur. Once your done, and take your time, you will be rewarded with one sharp and different car.

Doc personally made four to five cars for different people, and each is different.

1.
For himself - A white car he has shown around since 1988 at various meets, and at Phoenix at the introduction of the 1988 H/O.
2.
For Joe Hrudka - A white car which would be analogous to the first 68 that Doc had presented to George Hurst. It supposed first had a DRC motor which was changed to a 455. It is seen in the original promo brochure with Doc and Linda in the photos. The scene was shot a Hrudka's home in AZ.
3.
For Judy Badgley - A black car. Judy was Director of the HOCA at the time. They still have the car. Judy's car is stock except for the kit.
4.
For Laurence Simpson - A white car. A New York City dentist. I still have the car and it has a 307 done over to 83-84 H/O specs along with other special items (i.e. Lockamatic shifter) installed by Doc.

He told me he did one for someone associated with the University of Michigan, but I never got the full details. As the HOCA 88 Advisor, I was able to document about 10 other cars done by people who bought the kit and installed it themselves.

Engine Specs:
Rocket 307.

Transmissions:

Rear Axles:

Performance Data:
No data.

[ Thanks to Laurence Simpson, Bill Reilly, Danny for this information ]


Miscellaneous

Exhaust

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

They didn't have them in stock when I went in but the got them over night from their main warehouse. NAPA also lists the hangers, manifold pipe and center pipe after the catalytic converter also.

[ Thanks to Gil Russell for this information ]

License Plate Holders

Part #22520895 fits the 83 Hurst/Olds. It's silver with black/red "shadowed" looking "Hurst/Olds" symbol. It's trimmed in red/black outline.

22525040 fits the 84 Hurst/Olds.

[ Thanks to for this information ]

Lightning Rod Shifters

These are a type of shifter made by Hurst. They're standard in the '83-'84 Hurst/Olds.

Basically, they're kind of a "His-n-hers" shifter. There are three shift rods in the center console. The left one goes P R N OD D and works like a normal gearshift with the exception of no L(ow). If you shift it all the way down into D, then the car is limited to third gear or lower.

When in D, you can shift the middle lever toward you to now limit the car to 2nd gear. When it's down you can pull the right lever to limit to first. When accelerating you can start with all the shifters toward you, then throw the right, center, then left one forward while accelerating. Kind of fun, but in reality they're not much more than a gimmick, since the tranny is set to shift at about 5200rpm on WOT.

The Lightning Rods shifters might still be available from Hurst, or they might have been discontinued by the Mr. Gasket Company. Part number 385-0006 is the floor mounted model. And #385-0009 is designed to fit C*maro, F*rebird factory consoles. I would imagine one or the other of these could be adapted for your application.

[ Thanks to Wes Fujii, Tom Lentz, Jason Labay, Jeff Hunter, Rob Malland, Jon Wessel, Joe Padavano, Tom Stoner, for this information ]

Mirrors

The 1969 Hurst/Olds Mirrors and gaskets are now available. $395 a pair, limited supply. Call 1-800-442-PART or see Oldsparts.com to order.

[ Thanks to Steve Kenny for this information ]

1969 Ram Air Assembly

The entire ram air assembly on the 1969 H/O was basically a Ford CobraJet part, since Olds didn't have time to tool up their own.

[ Thanks to Jon Wessel for this information ]

Wheels

The 442 and Hurst wheels are different. The 442 wheels are painted gold on the inside around the lug-nuts. The Hurst wheels are painted Argent, which looks darn close to chrome to me. Other than the paint, they're the same. GM has discontinued the H/O wheels. I believe they should have "15x7JJ" and "890" stamped inside the rim. Option Code PH1.
[ Thanks to Tom Lentz, Dave Paulison for this information ]



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