Browsing the “GM Deadly Sins” series on CC makes one thing pretty clear: GM started its slow-motion slide towards bankruptcy in the ‘70s, but it became a toboggan ride in the ‘80s. The accumulation of missteps became truly impressive, as the world’s number one carmaker shot itself in both feet while stepping on several banana skins at once. But there were a few exceptions to the rule, a few rays of sunshine breaking through the storm clouds. The 1977-90 B-body – especially in wagon form – was one of those.
It’s certainly a favourite on CC, as attested by the myriad of posts we’ve had on the Caprice Classic Wagon, Buick Estate Wagon or even the Pontiac Safari. We’ve not had too many of the Oldsmobile kind, but look what I found in the depths of west Tokyo.
It’s not in the usual as-new-if-not-better condition, this Custom Cruiser. I’m almost certain this car was shipped over (probably from its country of birth) relatively recently, as it seems GM were selling Chevy B-body wagons here, but not the other brands.
I guess everything that could be said about the B-body has been written on CC, sometimes several times over. Smaller, better built and generally more competent than the 1971-76 behemoths, these were perfect for the time. I guess the only gripe one might have against the early ones, in Oldsmobile trim anyway, would be the front end styling. Square quads over square quads was a bit hat-on-a-hat. By 1980, that was fixed though, with a more tapered hood also improving the car’s Lego-like aerodynamics.
GM toyed with various grille textures over the model years, of course. Vertical slats, tight mesh, horizontal, with the central section painted or in chrome… Usually, these were changed every couple of years, but this 12-square design was only for 1986.
I’m sure they changed the rear lights a bit over the years too, but it’s beyond marginal. The only substantial change was the central stop light that had to be tacked on for MY 1986. Not sure what that little pod of LEDs is for on the bottom left – back up lights? But don’t Custom Cruisers come with those from the factory?
Unlike other B-body wagons, the Custom Cruiser kept to a strict Rocket V8 diet, as Olds engines gradually took over the platform. When the B-body was launched in 1977, every division still held on to at least one “in-house” engine option, though the (dreaded) Old Diesel was available across the board and remained there until 1985. After MY 1980, both the Pontiac 301 and Buick 350 were abandoned in favour of the new 140hp Olds 307ci (5033cc) V8. The Chevrolet engines held out longer in the Caprice, but by MY 1986, B-body wagons were all Olds 307-powered.
So we can surmise that this particular car’s hints of engine troubles (AC Delco book on the passenger seat, hood unlatched) have to do with the Olds 307 within. It’s supposed to be a fairly reliable motor, if somewhat limited in its ability to propel 1.9 tons of steel, glass, Di-Noc and vinyl shaped into a box. After nigh of 40 years of said hauling, something might have to give.
How apt to see such a symphony of beige inside an ‘80s family wagon. Ours (a 1986 Pontiac 6000) was grey – also pretty typical, but not nearly as pleasing to behold as this. Besides, ours also had front bucket seats and a floor shifter, which is kind of a heresy on American wagons, in my view.
Oldsmobile still sold over 21k units of their version of the aging B-body wagon in MY 1986, but it was all (steeply) downhill from there. The era of the minivan had dawned, so full-size station wagons, once the staple of suburbia, were starting to look passé. Especially when they kept their ‘70s styling for so long. But then, when the Custom Cruiser finally got its trendier rounded body for 1991, nobody wanted those anymore either.
Which makes one wonder why anybody in present-day Japan would want to go to the trouble of importing this beautiful dinosaur. Despite their “downsized” nature, these wagons are still classified as trucks (the 100 number on the license plate) under Japanese legislation. Finding parts for one is probably challenging and certainly expensive. But I guess there is always one person out there who wants to stand out of the crowd, both length- and width-wise.
And I must admit, this is a particularly well-chosen piece of rolling Americana. If I had to pick an ‘80s wagon from Detroit’s finest, the B-body with the Oldsmobile hood ornament would be it. Iconic brand, upmarket trim, nice front-end design (post-1979, anyway) – what’s not to like? A wheezy engine, I guess. But these were never meant for racing, or even overtaking. It’s a GM greatest hit, for sure. In the easy listening category.
Related posts:
Vintage Review: 1977 Oldsmobile Custom Cruiser – Downsized Upscale Hauler, by GN
COAL: 1986 Oldsmobile Custom Cruiser – Here To Stay, by Robert Kim
COAL: 1986 Oldsmobile Custom Cruiser — Passing the Baton, by Robert Kim
Cohort Pic(k)s Of The Day: ’89 Olds Custom Cruiser, ’81 Cadillac Seville, ’82 Eldorado – GM ’80s Nostalgia, by Rich Baron
These were truly excellent cars. The 1977–1990 B-bodies were among GM’s greatest hits, and the wagons might be my favorites. Not only were they comfortable to drive, but they were also reliable, spacious for both passengers and cargo, surprisingly maneuverable for their size, and reasonably economical. They really were the Swiss Army knives of cars.
During my GM B-body buying days, I owned two Custom Cruiser wagons. My mother also had an ’84 Parisienne wagon that I used frequently and maintained regularly. For about two decades, I consistently drove one of these cars, and I really liked them.
I can get quite nostalgic about these old cars and often find myself browsing classified ads for a well-preserved example. In fact, I waxed poetic about them in this article I wrote:
https://www.curbsideclassic.com/curbside-classics-american/cc-for-sale-1981-chevrolet-caprice-classic-station-wagon-take-me-home/
Unfortunately, the days of dirt-cheap B-bodies seem to be over. These cars have appreciated significantly, and I’ve seen mint examples of wagons listed with hefty price tags.
As mentioned in the article, the Oldsmobile 307 with a 4-barrel (electronic) carburetor was the last engine offered across all four brands of these wagons. Partway through the 1986 model year, Chevrolet and Pontiac wagons switched from the Chevrolet 305 to the Oldsmobile 307—a downgrade, in my humble opinion and experience. That said, while the 307 was anemic, it was very smooth and quiet, reliable, and capable of delivering mid-20s MPG on the highway.
The other advantage of the wagons over the sedans was that they were equipped with all the HD parts. The larger 12″ disc/11″ drums, 8.5″ 10 bolt rear end, HD suspension, fully boxed frames. It was many of the same components the 9C1 police sedans came with. This particular 1986 not only had a one-off grille, which I didn’t care for, but also was equipped with the problematic electric brake booster instead of the Hydroboost or vacuum booster used in other model years.
My family used Oldsmobile 88s for taxicabs and the the 307 was a real workhorse. I have never seen one fail and the rest of the car would fall apart around the motor. The low end torque of the Rocket V-8 meant the cars didn’t feel slow in city driving. That said, I only ever took one Delta 88 on a road trip. Going up the Coquihalla Highway was a slow process, but we got there just the same!
I am sure the 307 worked well for an urban taxi, although locally our cab companies vastly preferred Chevrolet Caprice/Impalas with 305s. The 307 was reliable for the most part, but nothing outstanding. I have seen some with excessive blow by and oil consumption, worn rocker bridges, and even saw a couple of cars with GM Goodwrench replacement engines when I worked at a Chev-Olds dealer. Yes, I know 305s had their issues too, especially with soft cams in the late 70s, early 80s. My issue with the 307 is the performance; they were notably more sluggish than a 302 Ford or 305 Chevrolet of the same era, especially in the heavier wagons, and you had no significant advantage over the other 5.0L V8s.
Of the B-Body wagons forward of 1985, I’d likely go with the Buick Estate Wagon. For the lighter faux wood, and choice of turbines, or road wheels. With the appealing waterfall vertical grille, and bevelled headlight sheetmetal. Blackwalls for either the turbines, or road wheels.
Daniel, I agree. The blocky nose with the extra chrome on the Olds doesn’t do it any favors. And what’s the deal with using both Oldsmobile logos on the nose? Weird.
66-66 is a lot of 6s for a liscence plate. Having 4 with a hyphen is the saving grace rather than jus three i.e. 666.
I like the Buick version a bit more, but they are all bascially the same car. Personally I think an all black or smoke grey Caprice wagon, no wood with the euro headlights(87 to 90 car) and those full wheel covers/blackwall tires some cop cars had looks the business.
Could you get a 9c1 Caprice wagon?? With the 350 TBI Chevy engine as an option??? I know Caprice sedans could be had with that motor starting in 1989
Nice to see this, I hope the new Japanese owner is able to spruce it up some. I’m a fan, in fact I once owned almost the same car. It was an 85, white w/wood and maroon interior. I had it in the early 2000s, it was out of southern CA and in excellent condition with about 100k mi. I think I paid about $2,000! I’m sure this one cost a lot more than that in much worse condition.
The little light under the back bumper is definitely aftermarket. The regular back up lights are right under the taillights.
Thanks for linking my 91 Cruiser article. It’s long, but tells about all the facts there are on the last big Olds wagon.
I think the standard back-up lights have been repurposed to indicators with amber bulbs, hence the extra led under the bumper. This is the normal way in Europe when importing US cars that need to meet local laws.
This is a beautiful example of an Oldsmobile 88. The car featured here has the standard upholstery, which is much better (in my opinion) than the loose pillow stuff in brougham cars. The loose pillow may have felt nice in the showroom but it was too soft and therefore not comfortable on long trips (or long taxi shifts). Added to that, all manner of dirt got into the tufts, which was hard to clean.
I agree with you Len, this was a great interior. Both my Custom Cruisers had this upholstery, and it was very durable and wore well. My ’85 Delta 88 had a base-level interior, but it was more like the cloth offered in a Caprice, not nearly as durable. I don’t recall many ’88 Sedans with this interior, but lots of wagons had it. It seemed most sedans had the awful loose pillow seats.
Nice article. About the backup lights – Does Japan require separate amber rear turn signals? Maybe the original backup lights were repurposed as turn signals.