Oldsmobile's 1973-1977 Intermediates

The 1973-1977 Oldsmobile Intermediates were a successful piece of Oldsmobile's strong company.

Several factors paved the way for the 1973 Oldsmobile Cutlass. At the close of the 1972 model year, Oldsmobile stood rock solid in the U.S. auto industry. On the strength of 758,711 cars built that season -- an all-time high for the division -- it shot up to third in sales behind only Chevrolet and Ford.

­In the process, Olds picked up the slack from a faltering Pontiac, which had held the third spot during much of the Sixties. Olds­mobile possessed the longest-serving nameplate on America's roads, but even at 75 years old, it was enjoying new vitality. Indeed, its best days were still to come.

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The solid fuel for this rocket-like ascension -- Olds had vaulted from sixth in the industry -- was the family of Cutlass intermediates. The Cutlass name, first used on a 1954 show car, entered showrooms in 1961 on a deluxe bucket-seat coupe in the brand-new F-85 "senior compact" range.

The 1973 Oldsmobile Cutlass featured a new styling theme GM called
The 1973 Oldsmobile Cutlass featured a new styling theme GM
called "Colonnade." See more pictures of classic cars.

For '64, the F-85/Cutlass group joined the growing ranks of the inter­mediates via a full rede­sign and a three-inch wheelbase stretch to 115 inches. Still, the Cutlass would remain the preserve of sporty coupes, hardtops, and convertibles until 1967, when practical four-door sedans and a station wagon were added, and the series split into base and Supreme branches.

From then on, Cut­lass would begin eclipsing F-85 as the marquee name of Oldsmobile's midsized cars. (The last Cutlass-based F-85 was made in 1972, but the name would return on a stripped-down Omega compact.)

By 1970, the Cutlass was succeeding on several levels: Sedans and wagons delivered ample family car room and com­fort; the Supreme hardtop coupe, with its new formal roof styling, promised affordable elegance; and the 4-4-2 tempted muscle car buyers.

General Motors had looked to 1972 as the year for a corporation-wide remake of its midsized car brands, but the new intermediates wouldn't be ready until the '73 season.

A United Auto Workers strike in 1970 played a hand in the delay of the cars' development. So did the the corporation's switch in 1971 to engines designed to run on low-lead fuels, and the need to incorporate safety equipment to meet impending federal standards.

In their book Oldsmobile: The Postwar Years, Jan Norbye and Jim Dunne wrote that the division's contribution to the new corporate design amounted to the steering gear and linkage, through Saginaw and Delco. "The brake system was developed by Buick and Delco-Moraine, and was noted for using front discs as standard, without power assist. ... A new perimeter frame was designed by the GM Engineering Staff and developed by Chevrolet, while the body design and engineering were done by the Styling Staff in liaison with Fisher Body. Pontiac was involved with the body-mounting system and designed the coil-spring rear suspension, while Chevrolet developed the front suspension (based on Buick's Accu-Drive geometry)," they wrote.

All featured a new styling theme GM called "Colonnade." Convertibles and true hardtops were gone. Door windows on all models used frameless glass, but B-pillars were fixed and the rear-quarter windows on two-door cars did not roll down. Corner vent windows were eliminated in all models, offering better side visibility. Station wagons adopted a top-hinged one-piece rear liftgate.

"It was the A-body, which we shared with the Buick Regal [and Century], and Pontiac LeMans, and a Chevrolet," remembered Len Casillo, who was in charge of Oldsmobile styling at the time. "Some parts were shared -- the windshield, cowl, etc. -- but as far as the overall design, we had complete autonomy."

All-new sheetmetal gave the Cutlass a more "Euro" look. Bodysides sprouted low-lying "skegs" that suddenly turned up and faded at midbody. Up front, new seven-inch-diameter dual headlamps (another touch common to all A-body cars) flanked a split grille. These "Power Beam" headlamps mustered as much candlepower on low beam as the quad headlights used on the 1972 models. Energy-absorbing "five-mph" bumpers, backed by hydraulic shock absorbers, fronted a "swingaway" grille that was hinged at the bottom to retract with the receding bumper if there was a mild front-end collision.

The base-series cars and Cutlass S coupe sported grille sections with a pattern of horizontal rectangles, while the fancier Supremes and Vista-Cruiser wagon wore vertical bars. Vertical taillamps sunk into the fender ends of coupes and sedans highlighted an all-new rear-end design. (Wagon taillamps sat low in the bumper.) Rear bumpers met the government's 2.5-mph barrier-impact requirements.

"We always had the grille and taillights tagged. You knew you were approaching an Oldsmobile from the front or rear," said Casillo. "I think that was the key to our success. We touched a nerve in the American people. We had a clear idea of Oldsmobile's brand character long before it became a corporate idea. We intuitively knew what was Olds."

The base Cutlass series consisted of a four-door sedan and coupe. The Cutlass S was a slightly better-equipped alternative to the base coupe. Next up was the Cutlass Supreme in two- and four-door versions. Cutlass and S coupes featured a semifastback roofline with large triangular quarter windows, but the two-door Supreme had a more upright roof. A crisp crease ran down the center of its v'eed rear window and narrow "opera windows" at the sides lent rear-seat passengers a mere peek at the outside world.

The Supreme four-door sedan could be done up as a Cutlass Salon thanks to an option group intended to make it "a lot like an expensive imported touring sedan" inside and out, Olds claimed.

Finally, there was also a Vista-Cruiser wagon. Unlike previous Vista-Cruisers, this one no longer had a stretched wheelbase or raised roof section with inset windows. It did, however, sport simulated woodgrain trim on its sides and a "Vista Vent" pop-up glass sun­­roof. Two- and three-seat versions were offered.

Inside, conventional front bench seats were standard on the Cutlass and S with a choice of cloth or perforated vinyl "Morocceen" upholstery. Swiveling high-back front bucket seats done up in "wet-look" Morocceen were optional on the Cutlass S. An ornately patterned notchback bench seat with center armrest was standard in Supremes and Vista-Cruisers, but Cutlass Supreme coupes could be had with vinyl buckets (nonswiveling in this case) at no extra charge. Along with its chassis enhancements and radial tires, the Salon package also featured specially contoured fully reclining front buckets.

The instrument panel was completely redesigned. Two round gauges highlighted the center of the instrument panel, with audio and climate controls to the right. Controls were floodlit for nighttime visibility. On the right half of the dashboard, two circular vents flanked the upper edge of the glovebox lid. This basic design held up until 1977, when the vents became horizontal slots within an artificial woodgrain panel.

"We usually changed the interiors with the exteriors," remembered Paul Tatseos, who was chief designer of the interior studio for Oldsmobile. "The exterior could get a facelift, a new front end or rear end. They were relatively easy to change. All we could change was the fabric in the seats or the seat design."

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Oldsmobile Production Numbers

Oldsmobile production numbers escalated in the 1970s. As they had been since 1968, two- and four-door Oldsmobile models were built on wheelbases of 112 and 116 inches, respectively. Still, overall lengths increased compared to the previous models, and tread widths grew more than an inch front and rear.

All 1973 Oldsmobile Cutlasses had a 350-cid Rocket V-8 engine with four-barrel carburetor as standard power. This Olds-built powerplant delivered 180 net bhp. (At the time, Chevy, Pontiac, Olds, and Buick all offered 350-cube V-8s, each one of a different design with unique bore and stroke dimensions.)

The standard transmission was a column-mounted three-speed manual. A wide-ratio four-speed manual was available in any coupe, and a three-speed Turbo Hydra-matic automatic was available across the board. (It was required on Salons.) When Car and Driver tested a Cutlass S with dual exhausts -- good for 200 bhp -- and the automatic, the 4175-pound car went 0-60 mph in 9.7 seconds and covered the quarter-mile in 17.4 seconds at 80.5 mph. For maximum trailering performance, a 455-cid V-8 with four-barrel carb and the automatic transmission were recommended. This engine put out 250 bhp.

In 1972, after several years as a stand-alone series, the once-mighty 4-4-2 was reduced to a trim and handling package. The further-toned-down '73 version started with Oldsmobile's FE2 "Rallye" suspension, which consisted of heavy-duty stabilizer bars front and rear, beefier rear upper control arms, stouter springs, and 14X7-inch wheels.

To look the part of a muscle car, there was a louvered hood, bolder segmented grille, bodyside and hood/decklid stripes, and 4-4-2 badges. The option added $121 to the tab for a base or Cutlass S coupe.

Vigorous performance wasn't completely absent, provided a customer was willing to seek out a Hurst/Olds, the latest collaboration between Oldsmobile Division and Hurst Performance, Incor­porated. Based on the Cutlass S, it featured the 455 V-8 with a choice of 250 or 275 bhp (the latter thanks to a hotter camshaft).

The Hurst/Olds came only in Cameo White or Ebony Black with gold body accents at the grille and taillights, and padded vinyl topped the rear half of the roof. The 4-4-2 hood and grille were used, too. To the visual accents, the H/O added B. F. Goodrich Lifesaver Radial T/A tires in GR60314 low-profile size.

Olds's FE2 suspension and Hurst's console-mounted Dual/Gate shifter for the specially calibrated automatic transmission were standard, as were power disc brakes and swivel bucket seats. Several Hurst-designed options were available at extra cost. The package drew 1097 orders, the most to date for a Hurst/Olds.

With Oldsmobile sprinting to another production record at 939,530 cars, the Cutlass family accounted for 405,539 -- more than 43 percent of the total, the rest split among the Ninety-Eight/Delta 88, Toro­nado, and new Omega.

Car and Driver readers named the Cutlass Supreme America's "Best Family Sedan" for 1973. Handling earned praises, and it couldn't have hurt that despite being all new, the '73 Cut­lasses were priced only about $75 more to start than their predecessors.

Then, too, it's impossible to overstate the impact of the two-door Cutlass Supreme. With the glory days of the personal-luxury coupe in their ascendancy, the "little limousine" (as Olds called it) was right for the times with its formal looks and array of comfort and convenience options. With 219,857 built, the 1973 Supreme coupe did more than twice the business of its counterpart from 1972, a model year in which 334,576 midsize Olds­mobiles of all types were manufactured. The Cutlass Supreme coupe and its deriv­atives would cast an even longer shadow in the coming years.

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1974 Oldsmobile Cutlass

It's said that misery loves company, and the 1974 Oldsmobile Cutlass had plenty of both. The new model year was just starting when the Organization of Petroleum Exporting Countries (OPEC) temporarily restricted the flow of oil to the West after war broke out in the Middle East. With gasoline expensive and hard to come by, jittery consumers sought out small, fuel-sipping cars.

This was hardly a strong suit for Oldsmobile, which had but one six-cylinder model in its entire fleet. Frankly, though, much of the rest of the U.S. industry was in the same boat. (The only domestic four-cylinder cars at the time -- the Chevy Vega, Ford Pinto, and related Mustang II -- each had their best model year ever.) Even though its total production fell by 34 percent, Olds­mobile held third place among Ameri­can manufacturers. Cutlass demand slumped less drastically, but still dipped to 295,268.

Power steering became standard on all 1974 Oldsmobiles, including this 1974 Oldsmobile Cutlass.
Power steering became standard on all 1974
Oldsmobiles, including this 1974 Oldsmobile Cutlass.

Changes for Cutlass were minimal for 1974, considering that the previous year had brought a completely new design. The Cutlass S, Cutlass Supreme, and wagons shared the same front end, with vertical-bar grilles and parking lamps mounted in the fiberglass front-end panels rather than under the bumpers as before.

The base Cutlass grille had a horizontal-bar design with the parking-lamp/turn-signal lenses mounted in the bumper. Heftier bumpers were used at both ends (the rears now able to withstand five-mph impacts) and taillight lenses newly sat flush with the ends of the fenders of coupes and sedans.

The $361 Salon package was extended to the Cutlass Supreme coupe, and that soon-to-be-staple of the Seven­ties, the landau half-roof vinyl covering, joined the options list for the upmarket two-doors. Also, the Vista-Crusier gained a stablemate, the Cutlass Supreme Cruiser. By doing without the Vista-Cruiser's faux paneling and Vista Vent, the Supreme Cruiser saved wagon shoppers $210.

Engine choices stayed the same, apart from a slight blip in the torque specifications of the 350 and a 20-bhp cut to the 455 V-8. Manual gearboxes were out, leaving the Turbo Hydra-matic as the sole trans­mission. Power steering became standard on all models.

A Hurst/Olds with removable roof panels served as the pace car for the 1974 Indianapolis 500, with former race winner Jim Rathmann at the wheel. A Hurst/Olds for the street that mimicked the look of the Indy pacer (albeit with a fixed roof) was available on the Cutlass S coupe. Buyers had their choice between an H/O with the 230-horse 455 (option W30) or the 200-bhp 350 (option W25; mandatory in California). Hurst records show that 1800 were made for '74.

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1975 Oldsmobile Cutlass

Though the OPEC oil embargo was lifted in March 1974, its effects rippled through the '75 model year, affecting all models, including the 1975 Oldsmobile Cutlass. Fuel economy loomed large in product decisions about everything from powertrains to tires. Beyond that, though, the embargo's inflationary momentum hurt the general economy, auto sales included.

Swiveling bucket seats were an option for the 1975 Oldsmobile Cutlass Supreme.
Swiveling bucket seats were an option for the 1975
Oldsmobile Cutlass Supreme Coupe.

The standard power team for most Cut­lass models became Chevrolet's 105-bhp, 250-cid inline six and a three-speed manual gearbox. The base engine in the Salon was a new 260-cid V-8, essentially a small-bore version of the 350 that Olds engineers whipped up in a few months at the urging of acting division general manager Bill Buxton.

Fed by a two-barrel carb and mated to the Turbo Hydra-matic, the 110-bhp engine was available on other coupes and sedans. Only the wagons retained the 350-cube V-8 and automatic as standard. This pairing, too, was optional on all the other models.

Even then, the 350 and optional 455 V-8s were scaled back to 170 and 190 bhp, respectively. The effects showed. In a Motor Trend test of a 350-powered '75 Supreme coupe, 60 mph arrived in 11.65 seconds; the quarter mile took a laggard 18 seconds at 78.67 mph.

Oldsmobile's fixation on gas mileage wasn't limited to engines. An economy-minded 2.73:1 rear axle was used across the board in Cutlasses. Steel-belted radial tires also were standardized on the intermediates, in part because of their reduced rolling resistance.

Optional air conditioners came with an "economy" mode that cut out the compressor under certain conditions to reduce drag on the engine. There was even an available dash-mounted economy meter for those interested in knowing when their right foot was resting heavy on the accelerator.

The U. S. government's posted figures for Cutlass engines were 16 mpg in the city and 21 mpg on the highway for the six, 15/19 for the 260 V-8, 15/20 for the 350 (14/19 in the wagon), and 13/19 for the 455. MT averaged 17.8 mpg in its test car.

The auto industry was struggling to achieve better fuel economy while in the midst of meeting tightening federal regulations on exhaust emissions. The latest weapon in that battle was the catalytic converter, which Olds­mobile put into all its 1975 models.

As a division press release explained, "The catalytic converter is an emission control device added to the exhaust system to reduce hydrocarbon and carbon monoxide pollutants in the exhaust gas stream. It contains one-eighth-inch-diameter beads coated with a platinum-paladium catalyst which accelerates the oxidizing pro­cess and reduces most of the un­burned hydrocarbons and carbon monoxide to water vapor and carbon dioxide gas."

The system included stainless-steel exhaust pipes expected to last 50,000 miles. Unleaded fuel was required. Engineering had been led by former Oldsmobile chief engineer (and future GM president) Robert Stempel, whom company president Ed Cole brought over to the corporate side to develop the converter.

From the styling standpoint, three new grille designs were created for the Salon (now a full series), Supreme and wagons, and Cutlass/Cutlass S. On all, ver­tical turn-signal lamps were located at the outer edges of the grille sections. "Secondary lights weren't subject to the same restrictions as headlights," Casillo said, "so the designers had a lot more flexibility to be creative." Taillights on the Cutlass and S had a dual over-and-under theme; the Supreme and Salon had a vertical side-by-side theme.

Supreme coupes adopted the swiveling bucket seats as an option, but with a twist. Reversible inserts let owners switch between vinyl and fabric upholstery, a gimmick that lasted just one year.

A Hurst/Olds coupe continued to be available, again with a choice of 350- or 455-cid V-8s. (As a sign of the times, the 350 edged aside the 455 in popularity.) This time, though, the H/O was built on the Cutlass Supreme body and featured standard "Hurst/Hatch" removable roof panels. The 2536 built turned out to be the last Hurst/Oldses until 1979.

Assemblies of Oldsmobiles -- includ­ing a new subcompact Starfire hatch­back -- inched up in '75 by 9506 units to 628,902, enough to finish third again. However, Cutlass orders shot back up to 319,531. The intermediate line now accounted for more than half of Oldsmobile's model-year output -- even if only by a fraction.

One unmistakable truth about the Cut­lass was the appeal of its formal-roof coupes. In model year 1975, the two-door Salon and Supreme combined for 58.8 percent of Cutlass production and 30.2 percent of all Oldsmo­biles made.

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1976 Oldsmobile Cutlass

Styling was much modified for the 1976 Oldsmobile Cutlass, beginning with the adoption of rectangular quad headlamps for all models. All two-door Cutlasses did away with the pronounced lower-body sculpting, but added a Toronado-like fenderline accent just aft of the doors.

Grilles, too, were redone, with a flat-faced wrapover design in four segments for Salons, Broughams, and Supremes. Cutlass S models got a raked-back nose with two groups of nine vertical slots and headlights set back in "sugar scoop" bezels.

The rear-facing third-row seat became an option for the 1976 Oldsmobile Cutlass wagon.
The rear-facing third-row seat became an option
for the 1976 Oldsmobile Cutlass wagon.

"We had a 'waterfall' grille that came up over the corner," Oldsmobile's Len Casillo said of the upper-level cars. "It was very unique. We were just getting into clinics at that time [during the design process] and a couple of people registered concerns about the grille.

"This was just before the holidays. I got a call from Howard Kehrl [division general manager from May 1972 to November 1973] to come up to Lansing right away. We drove up in the first snow­storm of the year. There were stern faces around the conference table. Olds­mobile had been doing well. I told him we were confident; it was still an Olds. He agreed. He said if we were willing to drive up there in that weather, he'd support us.

"We also changed the grille of the [Cut­lass S and] 4-4-2," Casillo continued. "The sloped-back grille changed the complexion of the car. The trapped hood didn't have to be changed and we used the same fenders. It changed the whole front profile. ... We did cardboard mockups. John Perkins was my assistant. We could build a whole front end out of cardboard in a half hour. When we laid it on the front of the car, everyone crowded around. We wanted to make the 4-4-2 look as unique as possible, and we did."

The 4-4-2 package did away with the louvered hood and racing stripes on the hood and decklid. Lower bodyside stripes were much larger, however, and included the 4-4-2 identification as a graphic element. Other parts of the $134 option were unchanged.

A third opera-window coupe, the Oldsmobile Supreme Brougham, was added in 1976. Meanwhile, the slow-selling sloped-roof base coupe was dropped and its companion sedan rechristened a Cutlass S.

Pricewise, the Brougham was slotted between the "standard" Supreme and the Salon. Its emphasis was on interior luxury. Pillowy "loose cushion" surfaces in velour and knit fabric in a choice of four colors covered the seats. The front seat was a 60/40 divided unit, and deep-pile carpeting rested on the floors. A new $550 option available for Supreme, Supreme Brougham, and Salon coupes was a "T-top" hatch roof with removable tinted-glass panels.

Cutlass Cruiser and Vista-Cruiser wagons also underwent some alteration. They continued to be available in a choice of two- or three-seat versions, but only the former was now considered a distinct model. The rear-facing third-row seat became a $133 option.

The 1975 powertrain lineup was carried over into '76, but a five-speed manual transmission was newly available with the 260-cid V-8. Top gear was an overdrive gear with a 0.80:1 ratio. Power-assisted brakes, previously standard only on station wagons, were now added to all Cutlass Salons, Supreme Broughams, and Supreme four-door sedans.

Cutlass production finally topped the half-million mark (by 129 cars) for model year 1976. Not only did the intermediate line's 36 percent increase in orders help push total Olds production to 891,499, but it made the Cutlass America's best-selling automobile, supplanting the long-triumphant full-size Chevrolets.

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1977 Oldsmobile Cutlass

The 1977 Oldsmobile Cutlass was part of a watershed year for Oldsmobile: It produced more than 1 million cars, the first of six million-plus model years it would have between 1977 and 1986. Of the 1,135,909 made -- again good for third place in the industry -- 632,742 were Cutlasses.

The latter number was remarkable in a couple of ways. For one thing, Cutlass faced an internal challenge from the newly truncated full-size Oldsmobiles that were the first wave in Detroit's late-Seventies downsizing trend. (The '77 Delta 88 had the same wheelbase as the Cut­lass sedans and wagons.) For another thing, external changes were minimal because a total redesign to a smaller Cut­lass was in the wings for '78.

The laid-back grille used on the 1976 Cut­lass S was replaced by a vertical design like that used in the rest of the line, though the slots in the S grille differed from the bars shared by the higher-level models. The sloped-grille look was continued for the 4-4-2, however, which helped boost the package price to $169. There was a shakeup in the model line. The Salon's loss -- its four-door sedan -- was the Supreme Brougham's gain. As in '73, the only wagon in the Cutlass family was the Vista-Cruiser, though its familiar woodgrain appliqué became an option.

Bigger changes took place in the engine bay. The new base engine was a weight-saving 231-cid V-6 developed by Buick. It made the same 105 bhp and 185 pound-feet of torque as the Chevy inline six it replaced, and was standard in all models except the Salon and Vista-Cruiser, which came with their usual 260 and 350 V-8s, respectively.

At the other end of the spectrum, a new 185-bhp, 403-cid V-8 succeeded the 455 as the top optional engine. (Olds returned the favor of the V-6 by supplying the 403 to various Buick and Pontiac models as the use of "corporate" engines began to spread at GM.)

The Turbo Hydra-matic transmission was standard in the Vista-Cruiser, Salon, and -- now -- Brougham. All others started with a three-speed manual. The five-speed stickshift was still optional with the 260 V-8. Power brakes were made standard on all Cutlass models.

At the close of the 1977 model year, Olds­mobile stood rock solid in the U.S. auto industry. Having weathered the market's tribulations of a few years earlier, it t­ightened its grip on third in sales with yet another record year. It had the country's best-selling car in the Cutlass, 2,153,209 of which had been built since 1973. The Cutlass Supreme coupe and its derivatives made up 1,332,883 of that total.

It was the heyday of Oldsmobile Division as it celebrated its 80th birthday. The idea that with­in 25 years Oldsmobile would be in the midst of an agonizing "going out of business" sale would have been laughable.

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1973-1977 Oldsmobile Cutlass Engine Specifications

Much the success of the 1973-1977 Oldsmobiles resulted directly from the popularity of the Oldsmobile Cutlass. Here are detailed engine specifications as well as model, price, and production details for several Cutlass model years:

1973-1977 Oldsmobile Engine Specifications

type/cid bore x stroke
bhp@rpm torque@rpm c.r.
carb years
V-6/231 3.80x3.40 105@3400 185@2000 8.0:1 2V 1977
I-6/250 3.88x3.53 105@3800 185@1200 8.0:1 1V 1975-76
V-8/260 3.50x3.39 110@3400 205@1600 8.0:1 2V 1975-76
V-8/260 3.50x3.39 110@3400 205@1800 7.5:1 2V 1977
V-8/350 4.06x3.38 180@3800 275@2400 8.5:1 4V 1973¹,²
V-8/350 4.06x3.38 180@3800 275@2800 8.5:1 4V 1974²
V-8/350 4.06x3.38 170@3800 275@2400 8.5:1 4V 1975-76
V-8/350 4.06x3.38 170@3800 275@2000 8.0:1 4V 1977
V-8/403 4.35x3.38 185@3600 320@2200 8.0:1 4V 1977
V-8/455 4.13x4.25 250@4000 -- 8.5:1 4V 1973
V-8/455 4.13x4.25 230@4000 -- 8.5:1 4V 1974
V-8/455 4.13x4.25 190@3400 350@2000 8.5:1 4V 1975-76

¹Some sources indicate that a 160-bhp version with two-barrel carburetor could be ordered.
²200 bhp with optional dual exhaust.

1973-77 Oldsmobile Cutlass: Models, Prices, Production

1973 Weight Price
Prod
(wb 116; 2d 112)
4d sedan
3,786 3,137 35,578
coupe 3,713 3,049 22,022
Total base series


57,600
S (wb 112)
coupe 3,721 3,159
77,558
Supreme (wb 116; 2d 112)
4d sedan
3,808 3,395 26,099¹
coupe 3,694
3,324 219,857
Vista-Cruiser
4d wagon, 2S
4,240 3,789 10,894
Vista-Cruiser
4d wagon, 3S
4,290 3,902 13,531
Total Supreme
270,381
Total 1973 Cutlass
405,539²

1974

Weight

Price

Prod

(wb 116; 2d 112)
4d sedan
3,924
3,868 25,718
coupe 3,868 3,793 16,063
Total base series
41,781
S (wb 112)
coupe 3,883 3,890 50,860
Supreme (wb 116; 2d 112)
4d sedan
3,969 4,142 12,525³
coupe 3,872 4,085 172,3604
Cruiser 4d wagon, 2S
4,369 4,289 3,437
Cruiser 4d wagon, 3S 4,406 4,402 3,101
Vista-Cruiser
4d wagon, 2S
4,380 4,499 4,191
Vista-Cruiser
4d wagon, 3S
4,417
4,612
7,013
Total Supreme
202,627
Total 1974 Cutlass
295,2685

1975 Weight Price
Prod
(wb 116; 2d 112)
4d sedan
3,806 3,818 30,144
coupe 3,684 3,742 12,7976
Total base series
42,941
S (wb 112)
coupe 3,740 3,840 42,9217
Supreme (wb 116; 2d 112)
4d sedan
3,852
4,092
15,517
coupe 3,754 4,035 150,8748
Cruiser 4d wagon, 2S
4,376 4,665 4,490
Cruiser 4d wagon, 3S 4,413 4,778 3,739
Vista-Cruiser
4d wagon, 2S
4,380 4,875 4,963
Vista-Cruiser
4d wagon, 3S 4,417 4,988 9,226
Total Supreme 188,809
Salon (wb 116; 2d 112)
4d sedan
4,008 4,713 5,810
coupe 3,915 4,641 39,050
Total Salon
44,860
Total 1975 Cutlass
319,531

1976 Weight Price
Prod
S (wb 116; 2d 112)
4d sedan
3,772 4,033 34,994
coupe 3,690
3,999
59,179
Total S
94,713
Supreme (wb 116; 2d 112)

4d sedan
3,812 4,415 37,112
coupe 3,718 4,291 186,647
Cruiser 4d wagon
4,298 4,923 13,964
Vista-Cruiser 4d wagon
4,304 5,041 20,560
Total Supreme 258,283
Supreme Brougham (wb 112)
coupe 3,750 4,580 91,312
Salon (wb 116; 2d 112)
4d sedan
3,949 4,965 7,921
coupe 3,829 4,890 48,440
Total Salon
56,361
Total 1976 Cutlass
500,129

1977 Weight Price Prod
S (wb 116; 2d 112)
4d sedan
3,690 4,387 42,923
coupe 3,608 4,351 70,1559
Total S
113,078
Supreme (wb 116; 2d 112)
4d sedan
3,438 4,734 37,929
coupe 3,638 4,670 242,874
Vista-Cruiser 4d wgn
4,255 5,243 40,654
Total Supreme
321,457
Supreme Brougham (wb 116; 2d 112)
4d sedan
3,764
5,033 16,738
coupe 3,656 4,969 124,712
Total Supreme Brougham
141,450
Salon (wb 112)
coupe 3,787 5,269 56,757
Total 1977 Cutlass
632,742

­ 1In­cludes an unknown number equipped with the Salon option package.
2Includes 10,137 Cutlass and Cutlass S coupes equip­ped with the 4-4-2 option package, and 1097 Cutlass S coupes equipped with the Hurst/Olds option package. 3In­cludes 6766 equipped with the Salon option package. 4In­cludes 31,207 equipped with the Salon option package. 5Includes 7204 Cutlass and Cutlass S coupes equipped with the 4-4-2 option package, and 1800 Cutlass S coupes equipped with the Hurst/Olds option package. 6Includes 212 equipped with the 4-4-2 option package. 7Includes 6015 equipped with the 4-4-2 option package. 8Includes 2536 equipped with the Hurst/Olds option package. 9Includes an unknown number equipped with the 4-4-2 option package. Sources: Encyclopedia of American Cars, by the Auto Editors of Consumer Guide®, Publications International, Ltd., 2002; Standard Catalog of Olds­mobile 1897-1997, by John Chevedden and Ron Kowalke, Krause Publications, 1997; The Cars of Olds­mobile, by Dennis Casteele, Crestline Pub­lishing, 1981; "1968-84 Hurst/Oldsmobile: Exec­utive Hot Rod." Collectible Automobile®, October 2000; "1964-87 Oldsmobile 4-4-2: 'Anti-Boredom Machine.'" Collectible Automobile®, February 1989.

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