1970 Oldsmobile 442

The introduction of Pontiac's GTO in the early 1960s caught the American streets and Detroit's engineering departments' off-guard. Oldsmobile was unaware of the performance prodigy being birthed by its own GM brethren, and upon its introduction, scrambled to introduce a performance product of its own. By mid-year, it had introduced the 4-4-2 option package on the intermediate F-85/Cutlass line, with the name representing the four-barrel carburetor, a four-speed manual transmission, and dual exhaust. After establishing its performance credentials at quarter-mile tracks and stop lights across the country, the name was eventually applied to Oldsmobile's highest performance models for the remainder of the muscle car era.

The success of the Hurst-modified 455-powered 442s of 1968 and 1969 prompted General Motors to finally rescinded the corporate edict against engines exceeding 400 cubic inches in intermediate passenger cars. This allowed the largest-displacement engine in the division's luxury intermediate Cutlass (the 455 CID V8) to be installed in the engine bay of the 442.

By 1970, the 442 had lost its hyphens and gained something called the W30, a 'Performance Package' on the options sheet. It was introduced in 1966 and was the ultimate performance 442 offered. By 1970, the W-Machines came with the 455 cubic-inch V8 advertised at 370 under-rated horsepower (factory information stated that the modifications of the W-30 package added five horsepower to the 442) and delivering 500 foot-pounds of torque. W-30 engines were carefully assembled using Olds' Select Fit process that was in essence factory blueprinting with internal components matched by size and weight. The W-30 442s inhaled air through the new W-25 - Forced Air Induction system with the twin-scooped Outside Air Induction (OAI) fiberglass hood (that weighed 18 pounds less than the standard steel version). Other modifications included a performance-calibrated 750 CFM Rochester Quadrajet 4-barrel carburetor, F-code high-flow cylinder heads, a special high-lift camshaft, low-restriction exhausts, a heavy-duty radiator, and a clutch fan, a Hurst-managed four-speed with 3.08:1 gear, an Anti-Spin rear axle, front disc brakes, sway bars fore and aft, and G70x14 inch white-letter tires. Weight was reduced by using an aluminum intake manifold, differential carrier, and cover; plastic inner fender liners; and as little a sound deadener as possible.

The W-30 442s traveled the quarter-mile with ETs in the high-13s at over 100 mph from the showroom floor. The W-30 442s were among the quickest and fastest cars on the road, and combined performance with braking, handling, comfort, and style.

Three 442 body styles were available, including the Holiday Hardtop, pillared Sports Coupe, and top-of-the-line Convertible. The 2-door Holiday Hardtop had a base price of $3,375, the Sports Coupe listed at $3,315, and the convertible sold for $3,570. A total of 14,709 of the Holiday Hardtop were sold, 2,933 of the convertible, and 1,688 of the Sports Coupe. Standard equipment included a low-restriction exhausts system, special paint stripes, G70-14 raised white letter (RWL) tires, foam-padded seats, special handling packager, 442 emblems, and a Deluxe steering wheel. The base 442 engine was a 455 cubic-inch V8 fitted with a Rochester four-barrel carburetor delivering 365 horsepower. The $597 W-30 option brought horsepower to 370 hp (factory rating).

by Daniel Vaughan | Aug 2020