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I have a lead on a 1968 442 convertible with the Turnpike Cruiser option. If my hazy memory serves me right, that was a 2bbl with highway gears. Anything else? Does it help or hurt the value?
As was told to me, the car is white with a black stripe (fender stripe?), and blue interior. Between the TC option and the color scheme, it could be a one-of-one car.
I don't know how many turnpike cruisers they made in '68 but there were certainly more than just a handful. They usually came with 2.56 gears. I'm pretty sure everything else was the same as a 4-bbl 4-4-2. Value is probably a bit short of a 4-bbl '68 4-4-2 but, it being a convertible helps keep the value up.
Nice color combination with the white/blue interior. What color is the top? If you pursue this further, make sure the stripe is in the correct location. Several people have added the fender stripe to non-stripe cars but they don't look right as the 4-4-2 numbers on the fender for non-stripe cars are located further forward and higher than the numbers for an original stripe car.
Im pretty sure those cars are only on ebay and BJ auctions !!!!
I'm sure they are. But what I meant was that between the Turnpike Cruiser option and the color combination, this could be the only one that was produced exactly this way.
There are no records that tell us the different color combinations or how a car was ordered back in that day. About the earliest records of color variations and so forth start for the 1977 model year, as I recall. So there is no way of telling the rarity of this particular car, except that there were 5,142 4-4-2 convertibles, of which 170 had the W-30 option, built for the '68 model year. The rest (4,972) were the standard 4-4-2 model, either 4-bbl or turnpike cruiser.
I have a lead on a 1968 442 convertible with the Turnpike Cruiser option. If my hazy memory serves me right, that was a 2bbl with highway gears. Anything else? Does it help or hurt the value?
Below is the 442 page from the '68 Dealer Specs Book.
The Turnpike Cruiser option, L65, got the automatic transmission and the 290 hp, 2-bbl carb engine. Standard equipment on the 442 was the 350 hp, 4-bbl carb 400 with a 3-speed with Hurst shifter.
Given that the Turnpike Cruiser option got you a less-powerful engine with an automatic versus a more powerful engine with a 3-speed Hurst, I would have to guess that a car with this option would have a lower value than a '68 442 with standard equipment.
It looks like the Turnpike Cruiser was targeted to a bit older audience who wanted the look and handling of a 442 but in a car that was a little easier to drive, especially for the wife.
So no gearing change? That's interesting because a recent article in Hemmings had this to say:
A lower 9:1 compression ratio allowed new 400 to run on regular fuel. Though the revisions produced less horsepower at 290 at 4,600 RPM, it not only retained 425-lb.ft. of torque, but it peaked an even lower 2,400 RPM. A 2.56 rear was used in the 4-4-2 and 2.56 or possibly the 2.78 was used in the Vista Cruiser—some factory literature lists one and some the other.
Last edited by Jon442; December 18th, 2017 at 09:03 PM.
So no gearing change? That's interesting because a recent article in Hemmings had this to say:
A lower 9:1 compression ratio allowed new 400 to run on regular fuel. Though the revisions produced less horsepower at 290 at 4,600 RPM, it not only retained 425-lb.ft. of torque, but it peaked an even lower 2,400 RPM. A 2.56 rear was used in the 4-4-2 and 2.56 or possibly the 2.78 was used in the Vista Cruiser—some factory literature lists one and some the other.
I have somewhere a road test of a '67 Turnpike Cruiser (first year) wherein it was noted that while the test car was equipped with a 2.41(!!) rear, the standard ratio in production cars was 2.56. There was a lot of interesting stuff in there about the philosophy behind the TC option and how the engineers had designed it as an integrated package, as well as a blurb on the Climatic Combustion Control with its freaky air cleaner.
I realize that the '68 was a different animal with its G-motor, but in a way the G-motor itself was the culmination of the philosophy first expressed in the release of the TC option -- long stroke for maximum torque combined with numerically low gearing to put the powerband in the sweet spot for high speed interstate cruising. Efficiency was the name of the game.
If you're interested in checking out the article, I'm pretty sure it can still be found on www.oldsmobility.com .
Last edited by BangScreech4-4-2; December 19th, 2017 at 01:29 AM.
Below is the 442 page from the '68 Dealer Specs Book.
The Turnpike Cruiser option, L65, got the automatic transmission and the 290 hp, 2-bbl carb engine. Standard equipment on the 442 was the 350 hp, 4-bbl carb 400 with a 3-speed with Hurst shifter.
Given that the Turnpike Cruiser option got you a less-powerful engine with an automatic versus a more powerful engine with a 3-speed Hurst, I would have to guess that a car with this option would have a lower value than a '68 442 with standard equipment.
It looks like the Turnpike Cruiser was targeted to a bit older audience who wanted the look and handling of a 442 but in a car that was a little easier to drive, especially for the wife.
Very interesting. If I hadn't read the sheet, I never would have believed it. I would have thought the TC was only available on the Cutlass models. You guys are the best, I learn something every day. Thanks Ralph
From the powertrains pages of the 1968 SPECS booklet:
Standard axle for the Turnpike Cruiser option was 2.56. Optional ratios were 2.78 and 3.08 (2.73 and 3.07 for Canadian-built cars with the Chevy 12 bolt).
As for value, this is a classic example of how "rare" does not mean "valuable". Why would a car with significantly LESS performance than other 442s be worth MORE?
Interesting it shows an L65 for both the Cutlass and the 442 but one is a 350 and the other 400 cubes.
I'm a huge fan of the muscle car era and I really love all the details on available options and combinations you could order back then before "packaged" cars.
Interesting it shows an L65 for both the Cutlass and the 442 but one is a 350 and the other 400 cubes.
Not the first time Olds has done this, either. Throughout the mid-60s, the police package BBOs were RPO L77, which designated the 400 motor in the A-body cars and the 425 in the B-body cars. This example is from the 1967 SPECS booklet.
As for value, this is a classic example of how "rare" does not mean "valuable". Why would a car with significantly LESS performance than other 442s be worth MORE?
Agreed. IMO its more of an oddity and interesting but wouldn't add any value & may detract or limit the market of buyers.
I think it would have more cache if they marketed it as the 422.
It had a very large square air cleaner that pre heated the air before the engine could breathe it. Warm air vaporized the fuel for better atomization and thus fuel economy. This would also promote pinging but in '68 fuel was a lot better. The air cleaners are very difficult to find and expensive. Many car were converted to 4 bbls by subsequent owners
It had a very large square air cleaner that pre heated the air before the engine could breathe it. Warm air vaporized the fuel for better atomization and thus fuel economy. This would also promote pinging but in '68 fuel was a lot better. The air cleaners are very difficult to find and expensive. Many car were converted to 4 bbls by subsequent owners
The 68 Turnpike Cruiser used the same air cleaner as the 68 350 2 bbl.
You're probably thinking of the 67 air cleaner used for California emissions.
You're probably thinking of the 67 air cleaner used for California emissions.
While this thread is about the 68 Turnpike Cruiser option, the 67 air cleaner was NOT for California emissions. The big square air cleaner was part of the Climatic Combustion Control system, RPO K50. K50 was included with the Turnpike Cruiser option in 1967 but was also available on any V8 engine that year. Android correctly described the function of the 1967 air cleaner. Note the large heat stove around the passenger side exhaust pipe to heat the incoming air.
I read that this car was engineered for folks who did a lot of driving on turnpikes where speeds were higher and maintained for a longer distance. I suppose people who often found themselves travelling turnpikes (toll roads) liked it for the 442 label and performance...all while being fuel efficient. I just happened to find an old '68 TC with a Hurst paint job...cool look but had obviously been repainted...I'm going to change it to fender stripes. Truth be told... I would love to have been able to afford a '70 W-30...or a true 442 with a 455.
Last edited by Aztec; August 18th, 2018 at 04:46 PM.
Location: Edmonton, AB. And "I am Can 'eh' jun - eh"
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Originally Posted by Aztec
I just happened to find an old '68 TC with a Hurst paint job...cool look but had obviously been repainted...I'm going to change it to fender stripes.
You mean W36 stripes? If you do, make sure the 442 numbers on the side are positioned correctly so the stripe ends up in the middle bottom of the fender. All W36 cars from the factory had the piercing for the numbers moved back to make the stripe line up.
Proper W36 stripe position
Incorrect W36 Stripe position - you can see the obvious difference
December 18th, 2017, 04:56 PM
