Here’s a nice find from the Cohort by Jerome Solberg, a 1962 Oldsmobile Cutlass. A survivor of that brief ’61-’63 interlude when GM’s divisions went against the compact/import threat with their homegrown compacts. I’m talking about the Y-Bodies that appeared at B-O-P; each finding various degrees of success, though none quite meeting sales expectations. They would all grow to intermediates soon enough, but in the case of Olds, from that modest beginning would sprout the Cutlass saga. Not yet Supreme, mind you, but all stories got to start somewhere.
Not many of these compact Oldsmobiles have appeared at CC and for obvious reasons. For one, it’s been over sixty years since these came to the world. Second, they were the least selling of the B-O-P compacts. I could blame it all on the compact game being new to Oldsmobile, but Buick’s was the best-selling of the three, so that idea doesn’t quite add up. For 1962, Buick’s Y-Bodies moved about 153K units, while the Olds ones only managed 94K.
Today’s Cohort find is none other than a Cutlass, the top trim of the compact F-85 line. Considering later events, I probably don’t need to tell you the Cutlass version outsold the remaining F-85s by a large margin. Hence, the Cutlass went on to a long life while the F-85 progenitor is barely remembered (The moniker was dropped in mid-year 1972, although it was later resurrected for the base version of the compact Omega).
Still, as it was going to be with GM’s future output, these compacts highlighted the strengths –and weaknesses– of the corporation. Lots of effort and novelty into their engineering, with each division ambitiously aiming for the stars. Then, when sales numbers failed to look as rosy as promised, to retreat into familiar territory quickly. As known, the next intermediates would be as normal as normal could be.
In the case of the Olds F-85, the ambitions included a new all-aluminum Rockette V-8 as the standard engine, with double-wishbone front suspension and a four-link live axle with coils all around. All while enjoying the then-novel unibody, shared with its Y-body siblings.
That plus the not wholly sorted-out turbo business that showed up on the Jetfire version. Also known as the Turbo Rocket chapter (never enough Rockets in Olds messaging, right?).
Before I delve too deep into these, I should say this is not the first time the F-85/Cutlass has appeared at CC. So their background has been previously told (links below), covering their specs, history and performance.
But being rare survivors nowadays, any F-85 is worth its five minutes of CC fame, especially if it comes in Cutlass form. And this sample is rather extraordinary, even if it’s rather moldy. While it has California plates, all that mildew and mold suggests this thing must have been stored somewhere damp. Somebody’s grandmother’s basement?
And as appropriate for the Cutlass’ coupe role, this one carries that “smart front…” console that adds “sports car flair…” Apparently wrapped around Olds’ new 3-speed Roto Hydramatic. A smooth 3-speed unit that provided silky shifts and delivered a non-sporty 14 secs. from 0-60 on the standard F-85.
With its Roto Hydramatic, this Cutlass probably isn’t quite the sportiest of coupes. But it’s certainly a time capsule, still carrying some trappings of the late 50s Jet-Age obsession. Those who know the the nameplate’s saga know that those would soon be shed, for a more Broughamier Supreme future.
Related CC reading:
The CC Complete Cutlass Chronicles (“CCCCC”): Part-1 (1961-1963) Unfulfilled Ambitions
Vintage Car Life Road Test: 1961 Oldsmobile F-85 – Y Not Better?
My dad bought a new 1963 F-85 station wagon. Had the 215 alum V8, with a “3-on-the-tree!” Smooth car, but what a dog. Traded it in the following year for an 88 wagon.
I’ll always remember these.
An F-85 was the 1st time as an apprentice mechanic I was trusted with a complete engine overhaul (under close supervision). I stripped a couple of head bolts while REMOVING them. This unfortunate event provided me with an introductory course on proper use of Heli-Coils – as task I studiously tried to avoid on further jobs.
As was his custom, the master mechanic overseeing my work inspected every part before I reinstalled them on the engine. He was quite fastidious about cleaning old gasket surfaces. I wasn’t surprised as he carefully looked over the oil pan. I was proud of how shiny it was inside and along all the gasket mating surfaces and expected praise. Instead, he turned it over, saw dirt on the outside and said “Unsatisfactory”.
I protested that it was clean where it mattered. No one would ever know if the outside had been cleaned since it would just get dirty again. He looked at me and simply said, “I’ll know. My mechanics do not turn out work like this.”
A lesson in craftsmanship I’ve never forgotten.
You had the right idea, compared to the “Sherwin Williams” overhauls ive unfortunately seen, even in aviation, where the outside has a fresh coat of paint and insides are questionable.
Rob ;
I’m like that and so glad I learned that level of work .
-Nate
The front license plate frame from Fidelity Oldsmobile suggests that this is an original Berkeley car. It earned that patina the honest way, from the “marine layer”, aka overnight and morning fog and mist, which is most common in early summer. Hence the local term “June gloom”.
Didn’t all or most of these Y compacts have vinyl-only upholstery? That might have been a factor in their low sales when A/C was still very expensive and rare.
Vinyl upholstery was considered “nicer” and more upscale than cloth upholstery back then. And nice vinyl upholstery was a key selling item. All the higher end American sporty coupes and a large percentage of sedans had vinyl upholstery.
I’ve always liked these, but they were considered problematic when new. The aluminum V-8 suffered from durability problems, and the automatic transmission wasn’t much to write home about from a reliability or performance standpoint.
By the early 1970s, all of the 1961-63 GM Y-bodies were a rare sight on the road where I lived. Meanwhile, it wasn’t uncommon to see a Falcon, Fairlane, Comet, Chevy II or Mopar A-body from that era in daily use.
I’ve written about it before, but in 1967-1968 an older friend of mine got his grandfather’s ’62 Cutlass coupe, in black. It always ran on the hot side. I drove it a number of times, and was disappointed. I was expecting something genuinely sporty. The steering was slow and numb, it handled just like a big American sedan (too soft and sloppy), and the automatic was just odd, with that peculiar mechanical feel thanks to its torque-splitting action.
On an evening drive out to Ocean City, I tried to achieve my first century (age 15, no license), but steam erupted from the hood just as the needle was around 97-98. I had to call it off, and pulled over to let it cool off.
And then we got it stuck in the sand in the then-undeveloped dunes north of Ocean City, but he was driving then. Had to get a tow truck. Not a good trip. He eventually replaced it with a brand new ’71 Vega! Brilliant!
“…I was expecting something genuinely sporty. The steering was slow and numb, it handled just like a big American sedan (too soft and sloppy)…”
It didn’t have to be that way but GM wanted the feel of a big car in the compact package, so these were designed that way. I remember them as oversoft, bounding over large undulations.
In 71. a friend found a 62 Cutlass convertible in the ubiquitous early 60s sky Blue. It was low mileage and needed some work, but we got it running. and it ran well enough. But always stumbled when cold. He sold it and bought a 70 Dart Swinger with a 225 slant 6. much easier to work on.
I enjoyed reading this so much, I ended up rereading the entire series. What a great presentation!
Cutlass was quite a remarkable car for 25 years. It obliterated the personal luxury coupe target year after year. Peak Oldsmobile during the second half of the 20th century.
With all the Cutlass automobiles around me, you’d think I’d have a story or two – but I was not ever the target market for this car. It was always too old for me. It was my uncle’s car, or the car of a much older friend, and when I could have ended up with one, the Cutlass legacy had ebbed and it was no longer a brand to consider.
Add some portholes, and the exterior styling could entirely pass as a Buick.
Thanks for posting these pictures! It seems like these were pretty good cars, let down by the Roto-Hydramatic and perhaps too-soft suspension, though would the average American really have complained about the latter?
It turns out this very same car, parked exactly the same location in this same very mysterious Iocation, was featured in CC a little over 10 years ago. I have never seen any activity at this location, though I am not normally around during the day. A mystery indeed.
Thanks again!
https://www.curbsideclassic.com/curbside-classics-american/repair-shop-classic-1962-oldsmobile-f-85-cutlass-club-coupe-ill-try-anything/
Buick outsold it for two reasons. Buick had the best styling of the three, but that is subjective. Another reason could about customer demographics. Low end Buick was favorite “last car” elderly buyers. My grandmother got a ’63 Skylark, much easier to maneuver and park, especially on the narrow streets of Hermosa Beach, than the Le Sabre. Olds was marketed and had the image of a younger, male, engineer-type customer.
I have mentioned the 1961 wagon my parents bought new. My mother really liked it, except for it’s unfortunate tendency to overheat in warm weather. Maybe it’s because of early imprinting on me, but I have always found the Olds to be the most attractive of the three.
Also, maybe offering a V6 added to Buick’s sales. Olds was V8 only.
I believe it was good timing for us high schoolers in the 70’s as a mid 60’s to mid 70’s car was available for under 1,000. Easy to work on and that is why our generation has more real world experience in maintenance. Our experience is highly sought after unfortunately this generation can’t live up to those expectations
My parents bought a ’62 Cutlass convertible new. White with a white top and dark red interior. I think the Cutlass was by far the best looking of the BOP cars of this size. I love the grill.
Wow, neat .
Too bad it doesn’t have a Hydramatic .
This indeed is a rare survivor and I hope it gets saved and given some serious love .
-Nate