The stage was gear up for the development of the Oldsmobile F-85 Jetfire at the start of the sixties . Like a beach pounded by big breaker , the U.S. auto industry was in the track of a couple of forceful waves .
For one affair , the postwar accent on H.P. was bearing down to make its magnanimous splash yet in what would soon come to be know as muscle car . For another , American showroom were about to be awash in compacts , scotch in size of it and power , inspired by a rise tide of belittled moment .
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Just as breakers mount separately from the same ocean , these two forceful wave – each with an energy of its own – could still course together . Oldsmobile would be among the carmakers that test to harmonise these on the face of it different friends . True to its history , it would do so by turning to some sophisticated engineering .
Olds had won a report for itself at General Motors by start the way in engineering breakthrough , such as Hydra - Matric automatic transmission , first seen on the 1940 poser , and the innovative high compressing Rocket ohv V-8 railway locomotive that debuted in 1949 . Both were at the leading edge of the swing toward driving ease and abundant magnate that arose in the 1950s and showed no preindication of let up anytime soon .
But there was an undercurrent that ran counter to the movement . Throughout the 1950s , a develop issue of American motorists had drift over to a emcee of small cars , most of them European . Some look up to these cars purely for their economy . Others , though , discovered a nimble sporting , " fun - to - drive " character that just could n’t be had with 18 understructure of fins and chrome .
When U.S. automakers decided to wade into the compact market , some of them want to make cars to court the latter group of client . Oldsmobile ’s solution was a easy , small V-8 fitted with a turbocharger to give it the public presentation of a heavier , larger - displacement engine .
The platform for this powerplant was Oldsmobile ’s unibodied F-85 , innovate for 1961 as one of GM ’s upscale " aged " powder compact ( though billed as " intermediate " in sizing , on a 112 - column inch wheelbase ) . link to the Buick Special and Pontiac Tempest , it was equip with an all - aluminum , 215 - cid " Rockette " V-8 , a GM Engineering purpose refined for production by Buick and Oldsmobile engineer .
In store form , it produce 155 bhp ; an optional version with four - barrel carburetion and 10.25:1 compression succumb 185 bhp . Get more item on the Jetfire ’s turbocharger in the next segment of this clause .
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1962-1963 Oldsmobile F-85 Jetfire’s Turbocharger
On April 16 , 1961 , Oldsmobile lend what would add up to be the 1962 Oldsmobile F-85 Jetfire ’s precursor – an F-85 Cutlass coupe with bucket tush and a lavishness interior – as its reception to growing demand for sporty compacts like Chevrolet ’s Corvair Monza . For 1962 , the Cutlass coupe and its new convertible companion receive the 185 - horse V-8 , but midway through the model year , Oldsmobile had a bigger surprise on tap .
place on sale in April 1962 , the Jetfire two - door hardtop – based on the F-85 Cutlass – hold a turbo - boosted edition of the 215 - cid V-8 good for 215 bhp at 4600 rpm and 300 Egyptian pound - feet of torque at 3200 revolutions per minute . That form of one horsepower per cubic inch , first attain in 1956 by the Chrysler 300 - B , was a nearly wizard number to enthusiasts at the prison term .
A turbocharger boosts the intensity of the air - fuel commixture as a way to get more ability out of a give engine without increasing its size . So does a supercharger , albeit via a different mightiness source . Essentially , a turbocharger is a shaft with turbine impellers at each end . As exhaust pressure sensation is directed against one impeller , it begins to reel . Meanwhile , the other impeller draws in tune , sending it via centrifugal force into the intake manifold paper . This process boosts atmosphere pressure sensation and forcefully feeds the fuel - air intermixture into the locomotive for good combustion .
Turbocharging was n’t a new idea in 1962 . Its chronicle date stamp back to the other 20th century . In 1905 , according to Canadian historian Bill Vance , a Swiss engineer named Alfred Buchi patent an exhaust - driven supercharger for purpose on Rudolf Christian Karl Diesel engines .
As World War I brewed , General Electric and other U.S. companies were work on on turbos for aircraft . GE ’s Dr. Sanford Moss , later named " father of the turbocharger , " put a GE turbo on a V-12 Liberty aircraft engine . In high - altitude testing , it show a dramatic power boost . After proving their worth in the Great War , turbocharged locomotive engine watch extensive use on World War II fighter planes .
Bentley and Bugatti made early use of supercharger in cars . In the U.S. , hit such as Cord , Duesenberg , and Graham also used " blowers " prior to World War II , and several others resorted to them in the 1950s .
If turbochargers presented a bigger secret to American enthusiast in 1962 , at least they would get a clank course in them . Anticipating a lack of understanding of turbos , Olds used the exceptional Jetfire promotional folder to teach as much as to sell ; a cutaway lottery explained the stream of inhalation and exhaust system gases and a Q - and - A section tackled questions a prospective buyer might enkindle about the turbocharger ’s operation .
A calendar month or so after the Jetfire ’s debut , Chevrolet launched the Monza Spyder with a turbo version of the Corvair ’s air - cooled flat six , also generating one horsepower per three-dimensional column inch . ( Historically , then , the Jetfire is the first volume - production turbo automobile in America . )
In the next section , learn how Oldsmobile ’s squad of engineers develop the Jetfire ’s turbocharger .
1962-1963 Oldsmobile F-85 Jetfire Engine Development
A team of Oldsmobile engineers under Gilbert Burrell , the division ’s master railway locomotive designer , worked with Garrett AiResearch on the 1962 Oldsmobile F-85 Jetfire ’s turbocharger development .
" A turbo - supercharger unit . . . could have been design that would have leave in much higher mellow - speed power output , but this would not have given the tremendous torque increment in the road - speed or normal force back range , " Burrell toldRoad & Trackin 1962 . " We wanted a hot - performing street job , not a high - focal ratio race car . "
Oldsmobile engineers decided on a modest - diam turbo social unit to keep weight down and also accelerate up response . They also chose to use an entire waste - gate , an musical theme borrowed from aircraft turbos , to drain off some of the exhaust gases and confine the amount of cost increase . Unless a boundary was designed into the organisation , the turbocharger might incline hazardously fast .
They determined that the turbo would be restricted to a boost of five pounds per square inch ( psi ) . At five psi above atmospheric pressure , a waste - gate moderation valve caused a portion of the exhaust gases to bypass the turbine wheel , which governed impeller swiftness and the amount of air being pumped .
Despite their inherent efficiency ( compared to a supercharger ) , turbochargers had a yoke of drawbacks . First , they were subject to intense heating plant from the exhaust flatulency that drive their impeller . Turbocharged locomotive were also prone to detonation ( pinging ) , due to C buildup that resulted – particularly when using certain grades of fuel .
To help prevent pinging , Chevrolet lowered the compression of its turbo - commit Corvair . Oldsmobile took a different itinerary , keeping the compressing at 10.25:1 but utilise an innovative mobile - injectant system . Kept in an under - cowl source , " Turbo - Rocket Fluid " was an equal - piece intermixture of distilled water and methyl alcohol , along with a bit of rust inhibitor .
Whenever the driver tromped the gas treadle , this tank was pressurized , do a small amount of fluid to be injected into the air - fuel intermixture just before it reached the intake - side impeller . As the fluid vaporise , it plunge heat from the intake air , support down burning - chamber temperatures and preventing explosion .
look on the number one wood ’s pattern , harmonize to historiographer Vance , the full man-made lake could last anywhere from 200 to 2000 miles . Should the smooth run dispirited , an indicator light inside the car would flash a admonition . If it ran out , a throttle - body valve closed to prevent full - power acceleration .
That was one of several safety feature of speech that ironically do the turbo - charged engine to be take for troublesome . There were others . The wastegate itself , for case , had twin diaphragms . If those betray , the fluid - artificial lake cap would kill off as a final touchstone to keep an overboost site .
The Jetfire ’s Garrett TO-3 turbocharger sat crossways atop the locomotive engine , with a special individual - pharynx , side - rough drawing Rochester carburettor on the left and the exhaust fumes system on the right . The entire installation contribute about 36 pounds to engine weight . The placement of the turbocharger did not obstruct accession to electric arc stopple or the distributor .
To contend with the redundant H.P. , the Jetfire V-8 had special piston and heavier - duty main posture cap , along with big - duty Al admixture for bearing inserts and what Oldsmobile yell a " performance - tailored " fuel heart and connecting rods . Intake valves were aluminium - coat , and the distributor and coil worked at higher voltage . A bigger radiator was installed , too .
translate more about the Jetfire ’s features by continue to the next discussion section .
1962-1963 Oldsmobile F-85 Jetfire Styling and Features
The Oldsmobile F-85 Jetfire more often than not look like a Cutlass coupe , but it did have the distinction of being the only on-key hardtop in the F-85 telephone circuit ; all other closed two - door had secure door frames and B - pillar .
Beyond that , the Jetfire have exclusive brush - atomic number 13 bodyside panels and peculiar " Jetfire " badging on the trunklid and front fenders . Two chrome hood spear were used , rather than one as seen on the Cutlass .
Aside from a dash badge and standard floor cabinet with build - in turbo - purpose gauge , the Jetfire ’s interior was a close match to the Cutlass cabin , the principal feature of which were froth - cushioned pail seats and a deluxe two - speak steering bike .
The instrument panel was F-85 pure and simple , dominated by a horizontal 120 - mph speedometer in a seedcase dead ahead of the driver . A column - shift three - speed manual infection was standard , but floor levers execute the extra - cost four - speed stick and Hydra - Matic transmissions .
Enthusiasts soon found demerit with the instruments , specifically the lack of a unfeigned , fine-tune boost standard of measurement . The vacuum - rise gage on the nerve centre console instead had simple red and green segments marked " superpower " and " economy . " ( The word of advice light that signaled depressed injectant - fluid floor was included in this telephone dial , too . ) To make matters bad , the gauge ’s stead made it gruelling to see .
Priced at $ 3049 , the Jetfire started at $ 355 more than a Cutlass coupe . Hydra - Matic added $ 189 to the tab ; the four - f number gearbox cost $ 199.80 superfluous . Roto - Matic power steering was an $ 86 option , Pedal - Ease power brakes cost $ 42.50 , and air conditioning break down for $ 378 . A vinyl radical " Sport Top " roof covering be $ 75.32 .
Next , discover what critics had to say about the Oldsmobile F-85 Jetfire ’s performance .
1962-1963 Oldsmobile F-85 Jetfire Performance
After road testing an Oldsmobile F-85 Jetfire prototype , Car and Drivermagazine reported that in terminal figure of top speed and speedup , " the latest Oldsmobile offer play - automobile public presentation in a deluxe compendious car . " quizzer declared that " the power gain in mid - range torsion characteristics is its most striking advancement . "
This made the Jetfire " a more practical dealings railway car " than one with a bolt - on supercharger , which was uncommitted on the aftermarket in 1962 .
Despite the hefty performance increase , Oldsmobile made no significant alterations to the Jetfire ’s frame or suspension . Handling , therefore , was no good than in a even Cutlass . Oldsmobile even used 6.50 × 13 tyre , rather than the 15 - inchers useable on the Buick Special and Pontiac Tempest ( though 15s were listed as an option ) .
Due to effortless power steerage , Car and Drivernoted , it " takes quite a while to become conversant with the slow response , and preciseness tactic can only be undertaken at downhearted speed . " With gyre give all around , the " intermission is definitely cushy , " though body roll " was not excessive under any conditions " and the 9.5 - inch - diameter drum brakes delivered crying response .
No sound suggest the front of a cetacean mammal , as would be the case with a supercharger . " The whole building block is completely silent,“Car and Driverobserved . " The locomotive engine itself is one of the liquid and least obtrusive medium - sized might plant life on the market , even without the turbocharger . " Engineers " also succeeded in eliminating vibration , and the entire exponent and drive train feels very well balanced . "
With Hydra - Matic , this early Jetfire accelerated to 30 miles per hour in 3.9 instant , reached 60 mph in 9.2 secondment , and took 32.8 endorsement to strike 100 . Dashing through the stand quarter - naut mi required 17.5 seconds .
Gas milage was deem comparable to a Cutlass with four - barrel carburetion , though " under operose driving the consumption is bound to rise . " At cruising speed , Car and Driversuggested , " fuel economy may be good , because of the improved fuel atomisation and mixed bag distribution with the whirling impeller . " Premium fuel was recommended .
Summing up its run of a prototype , Car and Driverdeclared the Jetfire " not only the most radical design from an American manufacturing plant in many year ; it is an graceful and comfortable gamy - performance railway car of medium size . "
The Jetfire ’s treatment , however , was another story . In the next section , find out what handling fracture reviewers observe .
1962-1963 Oldsmobile F-85 Jetfire Handling
Road examine a production Oldsmobile F-85 Jetfire with a Warner four - speed manual gearbox and received 3.36:1 axle ratio in 1962,Car and Driversuggested that it " comes remarkably nigh to the European conception of a big auto , " yielding " spirited performance " along with Oldsmobile level of comfort .
It was a bigger auto for 1963 . Though wheelbase was unchanged , a thorough restyling that added four inches of overall duration and 2.1 inches of width made the Jetfire and its F-85 tribe depend more like scaled - down Eighty - Eights .
Still , 0 - to-60 mph acceleration took just 8.5 seconds and a stern - mile run was achieved in 16.8 indorsement . The Jetfire topped out at 107 mph . " On a power - system of weights ratio basis,“Car and Driverasserted , " the Oldsmobile F-85 Jetfire is a real winner . "
Handling had not improved , though . The cartridge clip take note that the .875 - inch antiroll bar " tolerate body lean to an extent that sporting drivers find obnoxious . " All told , the 1963 Jetfire " does not have guidance , pause or Pteridium aquilinum in keeping with its guise as a sporting sedan . "
At the same time , the Jetfire ’s drive timber , " even on the worst control surface , " was considered " soft enough to keep senior housewives from develop alarmed . "
Other flaws also spoil the experience . " On anything but a highly abrasive surface,“Car and Drivernoted , " the Jetfire ’s maximum acceleration is defeated by wheelspin . " In addition , " appurtenance ratios chosen for the four - speed Warner gear box do not take full advantage of the excellent downhearted - rev torque of the turbo - charged V-8 . "
Motor Trendtesters were substantially less charitable to the Jetfire , stating that " as a execution package it leaves much to be desired . " With three - speed Hydra - Matic and the standard 3.36:1 axle ratio , their exam car took 10.2 minute to reach 60 mph . lean the quarter - mile took 18.7 minute at a trap pep pill of 80 miles per hour .
" Part of the lack of brilliance,“Motor Trendexplained , " must be find fault on the Hydra - Matic . . . one of the sloppiest - shifting boxes on the market . " Yet , " the turbocharger has to deal the rap , because its operation also seems less than perfect . "
In hypothesis , cost increase should remain never-ending from about 2400 revolutions per minute up to the tip of locomotive HP . The Jetfire ’s V-8,MTsuggested , " feels as if the valve is n’t allowing the impeller to pump enough mixture to keep a constant manifold atmospheric pressure . "
In quickening tests at 4600 rpm , " carrying into action fill a fizzle as the engine flattens out completely . . . like beat . " And as the Hydra - Matic " slip its way into top gear the locomotive is stumbling badly . . . . [ T]he engine run out of breath in second and top gear at 4600 to 4700 revolutions per minute , which indicates that the cetacean mammal is n’t pump pressure at this point . The feeling is the same as in a commonly aspirate engine with too small a carburetor . "
In the next section , memorize how these and other outcome contribute to the Jetfire ’s demise .
Decline of the 1962-1963 Oldsmobile F-85 Jetfire
Only 3765 Oldsmobile F-85 Jetfire coupe were trade in 1962 , succeed by 5842 more in 1963 before Oldsmobile dropped its turbo gondola .
The following year saw the debut of a larger F-85 – a reliable intermediate – with body - on - inning construction and a conventional casting - iron 330 - Criminal Investigation Command V-8 . It begat a high - public presentation model , the 4 - 4 - 2 , that keep Oldsmobile a extremity in practiced standing in the Sixties muscularity - car brotherhood .
The terminal chapter in the Jetfire saga was written in 1965 , when General Motors offered to convert turbocharged engines into four - barrel carbureted interlingual rendition ( with ceremonious intake and exhaust systems ) at no cost .
Did its troublesome fluid - injectant system kill the Jetfire ? Not all , but it was the foremost perpetrator . " People would permit them run out of fluid , then complain about the carrying into action , " Jetfire expert Bruce Sweeter toldSpecial Interest Autosmagazine in its March / April 1996 issue .
Harold Metzel , divisional chief engineer at the fourth dimension of the Jetfire , recalled in the Olds centennial historySetting the Pacethat " we had to have so many things that modified the engine – so many control – it became a lusus naturae . It was good for squealing the tires , but it was too expensive with all the controls . "
Engineer Tom Leonard advise that " the Jetfire had too many belts and gallus on it . . . . The water - injectant system finish up with too many rubber feature . . . to be very virtual . It was overkill . " In his view , too , " the haywire hoi polloi were buy [ Jetfires ] – trivial old ladies . . . . A set of multitude would never kvetch in the turbocharger , " stimulate it to " freeze up . "
Gaskets and diaphragms leaked . Like other 215 - cid engines , the Jetfire had chill woes . reflexive transmissions sometimes switch harshly , and driveshafts were vulnerable . Then , too , the aluminium V-8 was articulate to be expensive to manufacture ( though that did n’t stop England ’s Rover from bribe the 215 ’s tooling to use in its sedan and Land Rover off - route vehicle ) .
As it turned out , the turbocharging bandwagon passed by speedily . Chevrolet bid a turbo Corvair until 1966 , but then the system disappear from U.S. rider cars . However , more than a decade later , when automakers again needed a agency to increase power without turning to bigger engines , the turbocharger made a significant retort .
Starting with several Buicks in 1978 , turbo - encourage engine turned up in numerous American car lines into the nineties . Ironically , none of them were Oldsmobiles .
