OLDSMOBILE CLUB OF AMERICA EASTERN MA. GMO CHAPTER ...

OLDSMOBILE CLUB OF AMERICA EASTERN MA. GMO CHAPTER ROCKET POWER NEWSLETTER!! GMO Spring Dustoff Show on May 7, at Haskins Motorcars in Wellesley The final details have been ironed out and the GMO Spring Dust-Off Show will feature: Dash Plaques to 1st 125 cars Awards in 20 classes DJ Music Food & Beverages 50/50 Raffle A Judged Show Super Wheels Show Pick Doug Stavros award The show will be held from 8:00 AM to 3:00 PM on the former site of Haskins Oldsmobile - 469 Washington St – Wellesley, MA and legend George Berejik will be there to MC and present the awards. DJ Music will be provided by Al Vee.

Show Dash Plaque

The GMO Meeting at Berejik’s on April 9 was the pre-show meeting and we discussed the show logistics. Everything is in place but we will need help on May 6 to get everything ready. We will meet at Berejik’s at 1:00 PM to stuff the “goody bags” and prepare everything and will arrive at Haskins at 4:00 PM to move cars and set things up.

Issue #17 Ma

rch April 2006

We have put in an order for good weather so mark the date and plan to be there with all your Oldsmobile buddies. Be there early for this all Oldsmobile event as event parking may be limited. We will hold spots for pre-registered cars until 10:00 AM. A pre-registration form is on the GMO web site. GMO Alerts Barrett-Jackson to W-30 Misrepresentation That’s right, Steve Davis himself, #2 man of B/J Auctions called Ted Loranz & me during the Saturday Auction in Palm Beach, Florida…. Why you ask? Well, it appears that there were some questions about a 1970 442 W-30 Convertible, that was labeled lot # 700, at the midnight hour. I told my wife about it & I said that I knew that car, it was lot 665.1 last year and it was only a 442 Convertible, not a W-30. The car had incorrect stripping (tape no less), the color code had been sanded off, (yellow was not the original color), the interior was tired & damaged, the deck lid wing is not correct on a convertible, the VIN # was not M for Lansing where all W-30’s where produced and there was no “OW” plate on the tranny. In fact, the intake manifold was Edelbrock & the carb was from a Toronado. “What a heaping collection of misfits.” It was interesting that last year the owners wanted this car to “appear” as a “W-30”, but never represented it as such. I had the pleasure of informing many a potential buyer that it was not an authentic W-30 but a real 442. What happened you ask? Ok, so someone next to me buys the car for $61,500 last year – then he proceeds to ask Craig Jackson, “Craig, what is a 442, did I get a good buy?” That’s when I left shaking my head as this guy proceeded to purchase more cars in that hour. Ok, enough is enough about last year. – Fast forward to April 1, 06…

This year, my wife Ruby, decided to come to the B/J auction and see what all the excitement was about. Well, at least she agreed to come on Saturday to watch the auction. I told her about this car & that it was absolutely not a W-30, however, it was being represented as a “very rare,” one of 254 442- W-30 convertibles for sale. It was clearly posted on the “Warranty & Representation Sheet” that was just placed on the windshield. Honestly, it bothers me to see this – I told my wife that I needed to bring this to B/J’s attention as a President of the GMO Oldsmobile Club, an Oldsmobile judge, a contributor to Hemmings Muscle Car Magazine & an avid follower of 1970 - 1971 442 W-30’s. Investors would know it’s a fraud, they would only pay the value of a standard 442 – not a W-30. The price would be recorded as a W-30 & skew W-30 prices downward.

any further questions – WOW! Now that’s professionalism that you can expect from Barrett/ Jackson!

Time was ticking, only 3 hours before this car would hit the block – what should I do? I decided to write a letter stating my qualifications & the proof (facts only) of why this car was not a real W-30 – I did so & enclosed my 442 card that Ted provides me with. The card has Ted's name as a contact on the rear for “New Memberships.” I almost handed the letter to Craig Jackson on stage, however, I saw that he was way too busy – so, I handed it off to “Spanky” the head auctioneer with an explanation – I requested he be sure that Steve Davis (who consigns the cars) be made aware of the discrepancies.

OCA Officers & Board Elections

Later, he walked around with the envelope opened, he was looking for someone, – I said to my wife “Maybe he needed to point me out to security so they could escort me out of the auction?” I was a bit “nervous,” knowing that the owner of the car was a regular who buys & sells lots of cars there & knew Craig Jackson personally – Unfortunately, I had to leave before the lot #700 came up for bid,– I got to the car in the blazing 89˚ heat. Driving away my phone beeped a “message”. I played it back & to my surprise, Steve Davis said that he got my letter, he was very impressed that I took the time to step up with all the facts. He promised me that the sheet would be pulled & redone & the car would not go on the block as a W-30. He gave me his personal assistant’s phone # & invited me to call if I had

My point is that they do value their credibility & do appreciate everyone’s expertise. I felt vindicated – Think it’s over? Well, not so fast! Ted Loranz calls me & says “Hey Paul, guess who called me about a 1970 W-30 Convertible.” I didn’t know what he was talking about, – “Steve Davis from B/J” Ted proclaimed. It appears that Steve was so busy, that he only saw the back of our GMO card & called Ted First! – Oh well, I guess the cards work! Ted invited Steve to become an official member of GMO! – Can’t fault a guy for asking! - Great Job Ted – always looking for new members, which is how the GMO has grown – one person at a time! Anyone know what Lot #700 sold for?

The April 2006 issue of Journey With Olds contains your ballet and details of the nominated candidates for OCA officers and directors. Make sure you vote and mail your ballet by May 15, 2006. Berejik Buildings Demolished On March 24, 2006 it all came tumbling down. The Berejik dealership buildings were demolished to make way for new stores including a Panera Bread.

Berejik Oldsmobile was established in Needham, MA in January 1951 by Anthony Berejik. In the 1960s Berejik Oldsmobile was one of the first

dealerships to jump on the performance bandwagon and promote the 442 series of performance Oldsmobiles. George Berejik and his brothers Phil and Harry became active in the business, established a speed shop specifically to work with these vehicles and sponsored a winning racing team with driver Loyed “Woody” Woodland and mechanic Bobby Andreson for several years in the late 60s and early 70s. They were also part of the Smothers Brothers racing team. We will be doing a feature article in a future newsletter about the full history of Berejik Oldsmobile. GMO March Meeting Held at American Classic Restorations About 25 GM members gathered for the March 19th meeting. The weather was decent and our host was Mike Mancini, General Manager. After a very brief business meeting where we talked about upcoming events, the meeting was turned over to Mike.

GMO to Co-Sponsor Extinct Auto Day at Lars Anderson The GMO will be co-hosting (with North Atlantic Packards) Extinct Auto Day at the Lars Anderson Museum of Transportation in Brookline, MA on June 24, 2006 from 10:00 AM to 2:00 PM. Any orphan car (AMC, Packard, Plymouth, Studebaker, etc.) is welcome but we expect the field to feature many Oldsmobiles. The GMO will make awards to the 10 best Oldsmobiles (the museum will also present awards) and there will be lots for everyone to do. Be sure bring your “orphan” to this event as the club and Oldsmobiles will get a lot of recognition and may be the prime sponsor of this event in future years. A pre-registration form is included in this newsletter for your convenience so sign up now. Extinct Auto Day salutes the amazing automobiles that have faded from our streets but not from the enthusiast’s heart. Historic entertainment and lectures are planned. For more information call The Lars Anderson Museum at (617) 522-6547 ext 14. or also visit their website at www.mot.org. There will be People’s Choice Awards, Goodie Bags, Dash Plaques and more. Letter from the President

Mike gave an extensive tour of the facility and explained what was being done to each of the 25 or so cars in the shop. Oldsmobile was represented by a beautiful 1957 Super 88 two door hardtop awaiting an interior and a 1958 four door awaiting engine work. Thanks to American Classic for the hospitality.

Happy April to Everyone! Yes, its time to “DUST OFF” and ready your Oldsmobile for all the show action that your GMO Club has planned for you this year & “What a year it will be!” This club has been on the move over the last few years. Have you noticed? The enthusiasm is red hot, the new members are joining by the week - GMO is the club to belong to - So, “Congratulations.” We have elections on the national level, so please stay up to date on these issues: We have 6 really big shows planned which will be well attended by Oldsmobile followers everywhere (see schedule of shows & dates for info.) I want to thank all the generous members who have come forward this year to help the officers of GMO with future shows & projects –

however, we can always use more help – especially for judging, parking cars, car movers & the like. So please attend as many events as you possibly can, your attendance helps all of us feel good about all the time we put into the club! “It does matter!” So, see you at our May 7th “Dust Off” – and please bring a friend or two (no charge) – I am looking forward to a busy & exciting season as President of OCA’s “Largest & Greatest Chapter”. Always, Paul Iantosca President & Editor Oldsmobile Rocket V8s By Marlan Davis For those of you who may not think "Oldsmobile" and "performance" are synonymous terms, Oldsmobile's performance heritage dates all the way back to 1903, when an Olds-built "Flyer" established the world's lightweight speed record of 54 mph. In conjunction with Cadillac, Olds later introduced the first modern overhead V8 engines in 1949. NASCAR's 160-mile Grand National stock car race at Daytona was won in 1953 by a Bill Blair-driven Olds at a new record average speed of 89.5 mph. Later in the decade, buyers of 1957 and 1958 Olds models could opt for a 371inch, triple deuce "J-2 Rocket" rated at 300 hp. The early '60s saw the introduction of an allaluminum 215 cubic-inch V8, some of which came with factory turbochargers. In 1964 the first modern Olds V8 debuted as a 330-inch small-block. The 400 and 425 big-blocks followed in 1965. In 1966 the hot 4-4-2 L69 400 inch option came with 3x2 carburetion, fresh-air induction, and a hot hydraulic cam. Underrated at 360 hp (just 10 hp, more than a 4-barrel stocker), the option went for only $264.54! GM's corporate edict soon eliminated multiple carbs, but Olds wasn't through yet. In January 1968 the 325-hp/350 inch W31 Ram Rod Cutlass option produced a conservative 325 hp.

Meanwhile, the giant 455-inch motor was waiting in the wings, first appearing in full-size passenger cars and Toronados, then in Hurst-Olds specialty cars, and finally in the legendary W30 4-4-2 intermediates. Big Brother put a stop to the horsepower wars starting in 71, with the big-block finally dying out for good after 1976. The 350 soldiered on, being joined by the 403 in 1976. Both were superseded in 1980 by the 307. Olds converted the 350 into a diesel engine from our point of view, the best that can be said for it is that the beefy diesel blocks provide a strong foundation for an all-out racing gasoline small-block Among knowledgeable engine builders there's an old (Olds?) saying: "Horsepower sells engines, but torque wins races." It's also a fact that the loads on an engine's reciprocating parts increase geometrically with each incremental rpm increase. With this in mind, it stands to reason that the plan for consistent engine power and longevity on the street is ample low and mid-range torque; not excessively high rpm. With many of the "most popular" engines, this approach isn't possible, since they seem to really work well only with high compression ratios and high rpm. But it is possible to make mountains of torque without spending mountains of dollars by using a commonly overlooked engine-the Oldsmobile V8. Available in both small-block and big-block versions with displacements ranging from 260 to 455 cubic inches, Olds engines abound in junkyards all across the nation. BASIC INTERCHANGE Modern Olds V8 engines displacing 260, 307, 330, 350, and 403 inches are considered to be small-blocks. Big-blocks displace 400, 425, or 455 cubic inches. The small-block motors are 1-inch shorter in height and 1-1/2 inches narrower than the big-blocks. If the engine's original factory paint is still intact a small-block will be gold or blue, while the big-blocks can be red, green, blue or bronze. Late-model 307's are flat black. You can also identify engines by casting letters and numbers.

While exceptions will be noted below, as a general rule the following parts are physically interchangeable among all "modern" Olds V8 engines: flexplate and flywheel, engine mounts, oil pan, front cover, water pump, bellhousing (also interchanges with modern Buick,and Pontiac), oil pump, oil pump driveshaft, rocker arms and fulcrum (except early 330), camshaft and lifters (except for different lifter bank angles and lifter diameters; see below), harmonic balancer, cam bearings, timing chains and timing gears. Heads will basically interchange, except manifold ports may not align.

exists for changes anywhere in the system. For example, since the common everyday valve job moves the valve seat higher up into the pocket, the valve stem height is effectively increased, often upsetting the valvetrain geometry (knowledgeable Olds head shops can compensate by slightly reducing valve stem length). To permanently correct these problems, there are several solutions. They are (from cheapest to most expensive): shimming or milling the rocker arm pedestals, installing adjustable pushrods, or converting to adjustable rocker arms by the use of a bolt-on aftermarket kit. The latter solution is really the most practical.

WEAK POINTS Before taking a closer look at small and big-block specifics, we will examine several weaknesses common to all Olds engines: oil system, bottomend strength, and valvetrain. In stock form, the production oil system can't do the job above 5000 rpm. To begin with, you'll suck the oil pan dry. The old '66-'78 Toronado pan (part No. 398438) will hold an extra quart (six with filter), compared to other stock pans. Naturally, an extended oil pump pickup is required with deepened pans, preferably a fabricated tube of at least 5/8-inch diameter. Increased oil pressure is also required; it can be achieved by installing a stiffer relief spring, or ultimately, via the installation of a special aftermarket highvolume oil pump. On serious engines, oil restrictor kits are used to limit the amount of oil reaching the top end, retaining the vital lube downstairs where it's needed to keep the main and rod bearings alive. Also needed on an all-out high-rpm engine are main studs and better rod bolts. Four-bolt caps may be added to diesel and big-block engines. On this type of engine, special ultra-lightweight pistons and rods are used to reduce strain on the bottom end. While the above problems only become critical on race motors, valvetrain deficiencies manifest themselves practically every time a cam is changed, the block and heads are milled, or a simple valve job is performed. In stock form, the Olds valvetrain is non-adjustable, so no tolerance

There are also valve train component interchange problems you should be aware of. Early engines used both 39-degree and 45-degree lifter bank angles (see chart), as well as two different tappet diameters. When ordering an aftermarket cam you must specify which engine you have. The 1964-'65 330/400's also used a different rocker arm design, for which parts these days are extremely hard to come by. Except for these early motors, rocker arms and fulcrums will interchange on all engines through 1979. Pushrod length is the same for all small-blocks. Big-block pushrods are longer, and may vary between different displacement motors by as much as .042-inch (although aftermarket sources say they'll effectively interchange). In 1980 pushrod tip diameters were increased from 5/16-inch to 3/8-inch, with corresponding changes made to the rocker arms and lifters. The two different diameter pushrod designs must be used with the correct corresponding rockers and lifters. Both systems interchange as assemblies. Since aftermarket lifters are designed for 5/16-inch pushrods, you must either use early pushrods and rockers or a special Mondello pushrod that has dissimilar ends (one 5/16 and one 3/8). Finally, the '81-up diesel (block stamped "350-DX") and '85up 307's use hydraulic roller camshafts, with a .921-inch tappet diameter. The roller lifter design is too heavy for high-rpm performance use. However, you could use an early .921-inch diameter hydraulic tappet mated to a conventional hydraulic cam ground for a 39 degree lifter bank angle. Forged cranks are distinguished by wide forging mark compared to narrow casting seam. Big block

forgings have forging No. located on rear throw while cast cranks have No. on second throw from front. The 425 forging has no hole on No.1 throw unlike 455 cranks. BUILDING THE BIG-BLOCK Big-blocks have been built with two different stroke lengths, connecting rod lengths, and piston compression heights (see chart). Main and rod journal diameters are the same for all big-blocks. Since the 425 and 455-inch engines share the same bore size, but use different stroke cranks, the question arises, "Can a 425 be made into a 455 by swapping cranks?" Yes, but the different-length 455 pistons and rods are also required. Both the short and long-stroke cranks have been produced in forged steel, nodular iron, and cast iron. Short-stroke forged cranks are relatively plentiful, but the long-stroke "943" 455 forgings are relatively rare. The thickest blocks are early 455's stamped "FO" or (in the bellhousing area) "68 F". F1 or F2 blocks are a good second choice. Any of these can be bored to 4.25-inch without sonic testing. The '68-'70 455's used two different con rods, with the rare extra-heavy-duty version having more meat around the rod cheek and bolt head area. Other than this rare rod, all other big-block rods are identical from a metallurgical standpoint. Big-block piston design is similar to the smallblocks-variations on a flat-top theme. With two basic combustion chamber sizes and two piston dish sizes, stock compression ratios range from 8.5:1 to 10.25:1. Early heads displaced either 70 or 85cc, with smog heads all having the big chambers. Use of a 70cc head on a late smog motor will raise compression about one full point. The 1970-'7l W30-type "F" heads had the small chamber, along with a good intake port. Unfortunately, they're scarce. Other early castings make a good alternative: Type "C" castings have an excellent intake port high nickel content, and the most material around the ports for hogging out. However, they do have 80 to 83cc chambers, and some 2-barrel versions have only 2-inch intake valves instead of the preferred 2.06 intakes. All big-blocks have 1.63-inch exhausts, except for

Type J heads that had 1.690-inch exhausts. But the J heads have a poor "shelf intake port," as do the G and K castings. A, B, and D heads are acceptable subs for C or F castings, however. The larger valves can be installed in the small-valve heads. Finally, there's the C J. Batten heads previously mentioned for the small-blocks. They'll bolt onto a big-block and really work great on the street or in race applications; but there's no off-the-shelf intake manifold available. Dave Smith can modify a small-block Edelbrock Victor to fit, or less expensive C.J. Batten spacers will adapt conventional big-block intakes, if some port misalignment is acceptable. For production heads, the old Edelbrock 04B dual-plane works best, but it's no longer available. Edelbrock plans to introduce a Performer eventually, until they do, if you can't find an 04B, stick with the stock castiron piece or its aluminum W30 duplicate. Any of these work better than the old 442 tri-power units, which should be considered only for restorations. Race-oriented packages usually use the Edelbrock Torker. Offenhauser offers the only off-the-shelf tunnel ram but its passages at the carb end are way too small for all-out engines. Dave Smith offers his own custom tops for this intake, or complete ground-up tunnel rams. Nothing more needs be said on cams-the same rules apply as on a small-block. Modern profiles cream the old '60s stuff. When properly cammed and built according to the Olds experts guidelines, the big-block Olds will produce an ungodly amount of torque, yet still runs well on available pump gas while delivering exceptional mileage for its displacement. Even better, they'll bolt right in place of existing Olds small-blocks. Cores are plentiful and cheap. Cutlasses and Omegas are cheaper than Chevelles and Novas. Olds blocks are cast from better material than the competition's, resulting in better long-term bore wear. Olds specialty parts houses have solutions for the oiling and valvetrain problems. Still don't think Oldsmobiles make serious performance cars? Check out who is the NHRA manufacturer's champion. (It isn't the Bow-Tie boys!) Maybe it's time you built yourself an Olds Rocket-Ship!

Larz Anderson Auto Museum Summer 2006

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Send or Email Registration to:

Event:

Larz Anderson Auto Museum 15 Newton Street Brookline MA 02445 Phone: (617) 522 6547 x 14 Fax (617 524 0170 www.mot.org

Extinct Autos Day

Name:

Contact: Elln Hagney

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Previous award, unique features and history of your entry: ________________________ Are you currently a member of the Museum? S Yes

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In consideration of the rights and privileges to enter and participate in the is event, I agree to save, indemnify and hold harmless the Larz Anderson Auto Museum from any and all loss, claim, causes of action, demands, and liabilities whatsoever to every name and nature which I, the car owner, my guests and invitees may have as a result of any occurrence on the premises during the event. Signed: _____________________________________ Date: _______________________

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Eastern Massachusetts GMO Chapter 114 West Street Medway, MA 02053-2226

First Class Mail

GMO Officers President & Editor Paul Iantosca 617-543-0777 [email protected]

Events Coordinator Bill Reilly 781-820-6552 [email protected]

Vice President Rich Santucci 617-899-9109 [email protected]

New Member Recruiter Karen Santucci 617-899-9109 [email protected]

Secretary / Treasurer Ted Loranz 508-561-7613 [email protected]

Club Representative Everett Horton 401-435-7139 [email protected]

GMO Chapter Website http://clubs.hemmings.com