Vintage AMS Review: 1974 Oldsmobile Cutlass Salon – “Could Be Taken Around Bends Remarkably Quickly”

 

When the Oldsmobile Cutlass Salon debuted for 1973, Oldsmobile proclaimed it “A new Olds in the grand touring tradition,” complete with a plaque full of national flags to signify its readiness to take on the world in performance, ride, and handling. Car and Driver even compared the Cutlass Salon against a Mercedes-Benz 450SE. But what did European critics think? The West German car magazine auto motor und sport (AMS) tested a four-door Cutlass Salon in March 1974. Here’s what they had to say, which CC offers here in English translation.

 

Before I get into the test, a mea culpa: For these posts, I try hard to find photos of actual cars corresponding as closely as I can manage to the original test car. In this car, I struck out: I spent several hours searching and couldn’t find ANY decent-quality non-brochure examples of a four-door 1974 Cutlass Salon. I found a number of coupes, but 1974 four-door Salons — bupkis. So, I’ve had to improvise, mostly using photos of a 1973 Cutlass Salon sedan and two different 1974 coupes.

This road test appeared in AMS 6/1974, cover-dated 16 March 1974. It was written by editor Helmut Eicker.

The large text above the headline reads, “American cars play only a minor role here. But that could change. How does a mid-sized American car of the latest design fit into today’s German automotive landscape?”

Eicker began:

From a European perspective, American automobile construction appears technically monotonous. While in the old world, after a hundred years of automotive history, tempers can still flare over the pros and cons of front- or rear-wheel drive, and large or small engines, the Americans, with few exceptions, have been building their cars according to the same formula for many years: large and heavy, front-engined, rear-drive, robust chassis, low-effort operation. The Americans clearly have good reasons for their concept, because no one seriously doubts that Detroit could just as easily build completely different cars — for example, those produced in considerable numbers in Germany or Japan.

This homogeneity of the American car market can be explained in part by geographical and economic factors and a penchant for lavishness. However, the main reason for the uniform concept was undoubtedly the early onset of mass production, which made the car a cheap and undemanding consumer item in the United States earlier than elsewhere.

The test car was an official import, a four-door Cutlass Salon offered in West Germany by General Motors Deutschland GmbH, with a list price of DM 24,109.20. That was the equivalent of around $9,850 USD in 1974, about 50 percent more than you’d pay for a similar Cutlass Salon in the States. I have no model-specific German sales figures for these American imports, but they weren’t numerous — a total of 4,577 in 1974, from all manufacturers — both because of the price and because of the very high ownership costs of any new car with a 5.7-liter engine.

 

In the U.S. in 1973–1974, the Cutlass Salon was not technically a separate model, but a $361 option package for the Cutlass Supreme, including reclining bucket seats, special interior trim, the flag plaque emblems, bigger wheels and tires, a ride and handling package, and a turn signal lever dimmer switch. It required but did not include a sports console and Turbo Hydra-Matic with floor shifter.

The last paragraph on the proceeding page continues:

The fact that it has been adapted almost perfectly to the speed-limited American conditions over time is of course no coincidence, but the result of sophisticated optimization of utility value and production costs, where utility value includes comfort and generous space as well as reliability and low maintenance requirements.

“Comfort Through Weight”

High weight and large dimensions at a low price: this is the magic formula of US car manufacturers. With their help, they can achieve good ride comfort and favorable conditions for attractive styling and representation despite low chassis costs — requirements that the average American has not yet been willing to do without. A high dead weight reduces the problems caused by the payload (the suspension travel shrinks only insignificantly under load), and the ratio of sprung to unsprung mass is so favorable that expensive rear independent suspensions can be dispensed with, especially as high speed ranges can be disregarded anyway.

However, given the car’s weight of around two tons, it is essential to have a powerful engine, which, with a view to smooth running and no need for lightweight construction, mostly draws its power from eight generously sized cylinders, without having to use the cheap fuel particularly sparingly. There is also unanimous agreement on the question of operating effort, which is minimal in the average American car despite high weight and gigantic dimensions, thanks to automatic gearboxes, power steering and brakes and, in many cases, electric window lifters and seat adjusters as standard.

The fact that these conveniences don’t drive up the price as much as they do here is due to the enormous production volumes, which require and also enable highly automated production. On the other hand, the price remains reasonable because the Americans don’t have the ambition to make things as good as possible, but only as good as necessary, without compromising functionality. This is evident in many details, especially in the bodywork.

In all considerations of American mass-produced cars, the influence of the speed limits that have existed there for years cannot be ignored, as they have inevitably contributed to the widespread standardization of US automotive technology. This aspect, which is also within the realm of possibility here in Germany, was reason enough for auto motor und sport to once again take a look at one of the “road cruisers” that only seem to fit poorly into today’s situation.

Their 1974 test car had a curb weight of 1,970 kg (4,343 lb) with a full tank of fuel, which was massive by any standards. However, the German testers seemed to have an exaggerated idea of how common power windows and power seats were on U.S. cars. Those features were certainly more common here than in Europe, but they were uncommon on cheaper models, and you had to go well up in price class before they were standard. In the 1974 model year, about 19 percent of U.S. domestic cars had power windows, while only 11.5 percent had power seats.

“Bodywork: Other Ways”

The fact that the Oldsmobile Cutlass is currently one of the most successful compact models on the American market is — as far as its external appearance is concerned — for our taste no less than startling.

I’m not going to translate most the Technical Data and Measurement box, since the test car was apparently no different from a 1974 U.S. Cutlass Salon, complete with 5-mph bumpers — as the text goes on to explain, GM Deutschland didn’t even remove the seat belt ignition interlock! However, here are the key performance figures for easier reading:

• 0 to 40 km/h: 3.0 s
• 0 to 60 km/h: 5.4 s
• 0 to 80 km/h: 8.0 s
• 0 to 100 km/h [0 to 62 mph]: 11.8 s
• 0 to 120 km/h: 16.9 s
• 0 to 140 km/h: 24.0 s
• 0 to 160 km/h [0 to 100 mph]: 37.3 s
• 1 km with standing start: 33.3 s
• Top speed: 185.6 km/h [115.4 mph]
• Test fuel consumption: 22.5 L/100 km [10.45 mpg]

The text continued:

Apparently, the majority of American car buyers still attach more importance to novelty and gimmicks than to balanced, clear lines, which the Cutlass lacks, especially on the sides of the car. The diminutive headlights also don’t quite fit the picture, as they look rather meager on the 5.47 m long and almost 2 m wide car. In length and width, the Cutlass, which is classed as an intermediate in the USA, still significantly surpasses the Mercedes 450 SEL, although wheelbase and height are identical for both cars.

 

The bumpers take up a considerable part of the length, with their chrome trim concealing sturdy cross-members that are connected to the longitudinal chassis members via energy-absorbing struts and are designed to prevent body damage at impact speeds of up to 8 km/h. Flexible covers are fitted between the bumpers and bodywork, and the exposed grille sections are designed to spring inwards in the event of a slight impact. Effective side protection is provided by the doors with their confidence-inspiring dimensions, in which strong steel cross members are housed. Despite these all-round precautions for passive accident safety, the interior of the Cutlass Salon offers generous space both in width and in the front and rear kneeroom. At 364 liters according to auto motor und sport measurement, however, the trunk volume is tight, and this is reduced to a not inconsiderable extent by the thick 15-inch spare wheel.

 

The plush, spacious seats are designed for comfort, with the driver’s seat electrically adjustable to six different positions — sufficient for any body type. However, the backrests (which have integral headrests), the exterior mirrors (adjustable from the inside), and the steering wheel adjustment must be operated manually. Instead, electric servo power is available for raising and lowering the windows, which you’d be just as reluctant to do without as you would the central door locking, since all these amenities make an incredibly functional and foolproof impression. These details are among the most striking examples of the sobriety and routine with which automobile construction is carried out in America. However, that is also reflected in the countless botched areas in the bodywork, which only detract from the appearance but could not pass any inspection station in Rüsselsheim or even Sindelfingen.

Rüsselsheim is the location of the central Opel factory in Germany, while Sindelfingen is the biggest Mercedes-Benz plant.

The fact that the Cutlass Salon is serious about passive safety is also clear from the seat belt system: while automatic lap belts are installed in the rear, there is a combination of lap belt and diagonal shoulder belt at the front with a common buckle and two separate automatic retractors, one of which is located on the roof. A guide section on the backrest ensures unobstructed belt guidance and problem-free fastening of the belt. This is necessary because if the belt is not fastened, the ignition circuit remains interrupted and the engine cannot be started. If the front passenger seat is occupied, signals light up and sound until the seat belt is properly fastened. These devices, which are initially perceived as annoying, are undoubtedly an effective means of ensuring that seat belts are fastened even on the shortest journeys. A warning tone also sounds if you forget to remove the ignition key. This is only possible if the gear selector lever is in the park position, in which it is locked when the ignition key is removed: The driver is being trained quite emphatically here.

All of these features were required by U.S. federal safety standards at the time, although the seatbelt interlock requirement was so unpopular it would shortly be rescinded by an act of Congress.

The central caption reads, “American comfort: Power windows and seat adjustment, central locking, and an adjustable steering wheel. The windshield wipers are precisely parallel. The automatic seat belts are linked to the ignition.”

U.S. cars exported to Germany were likely offered in only a narrow range of variations, with high prices offset with a lot of equipment that wasn’t necessarily standard at home.

 

Ordering power steering, power brakes, power windows, a power seat, power locks, and a tilt steering wheel cost U.S. buyers an extra $419 on the Cutlass Salon; the first two options were nearly universal, but only about one in eight 1974 Cutlass buyers ordered power windows, and just 4.3 percent ordered a power seat adjuster.

 

Eicker continued:

The dashboard area is less elaborate, with two simple, deeply recessed, yet reflective round instruments dominating the picture. They provide information on speed, tank capacity (83 liters [22 U.S. gallons]) and temperature. The heater is easy to operate, and, like the ventilation, is supported by a three-speed fan that cannot be switched off but is very quiet. Pull-out buttons under the dashboard allow additional fresh air to be supplied, and a clock on the left — next to the switches for lights, wipers and electric windshield washer, which are not exactly within easy reach — completes the simple instrument set. In addition to the glove box, there are two lidded compartments and an open tray on the transmission tunnel; the foot parking brake with hand release, a wide brake pedal and an accelerator pedal that can be conveniently adjusted by means of a movable plate all correspond to American standards, as does the selector lever for the automatic transmission with the usual six positions.

The view to the front is unproblematic, considering the size of the car, but you have to rely on guesswork to the rear, as the sloping trunk lid is hidden from the driver’s view. The small diameter of the steering wheel and the windshield wipers, which are recessed in the rest position, are advantageous for visibility. Parking and maneuvering are child’s play despite the vehicle’s size, thanks to the extremely smooth power steering. It’s also designed for relatively direct action, with only three turns from lock to lock, making this big, heavy car surprisingly easy to handle.

 

The test car had the four-barrel Rocket 350 engine:

“Engine: One of the Crowd”

The Oldsmobile Cutlass Salon is powered by an eight-cylinder engine, the kind that has proven itself millions of times in America and is installed in countless other GM models. With a bore of 103 mm and a stroke of 86 mm, it has a displacement of 5736 cc and produces 180 DIN hp at 3800 rpm. It reaches its maximum torque of 38 mkg [275 lb-ft] at just 2800 rpm, and its appetite for air-fuel mixture is satisfied by a four-barrel downdraft carburetor. The five-bearing crankshaft drives the centrally mounted camshaft via a chain, which actuates the overhead valves via hydraulic valve tappets (which eliminate the need for valve clearance adjustment), pushrods, and rocker arms. The relatively low compression ratio of 8.5:1 enables the cast-iron engine to run on regular gasoline. Together with the various exhaust emissions controls, this also contributes to the low specific output of 31.4 hp/liter.

This figure and the power and torque values, which are by no means excessive for the car’s weight of 1970 kg, show that the Cutlass is by no means tuned for impressive peak values, but that the aim was to achieve smooth running and longevity with pleasing driving performance. Of course, the eight cylinders, the large displacement and the low engine speed are excellent prerequisites for this — the power delivery is so confident, quiet and smooth in every phase that even good six-cylinder engines pale into insignificance, especially as respectable performance can be achieved thanks to the favorable torque curve: 11.8 seconds from zero to 100 km/h, 33.3 seconds for the standing kilometer and a top speed of 185.6 km/h are impressive for such a heavy, comfortable car.

As I mentioned above, 100 km/h is about 62 mph, so an 11.8-second 0 to 100 time is equivalent to a 0 to 60 mph time of about 11 seconds. The 185.6 km/h top speed was equivalent to 115.4 mph.

The central photo caption reads, “The Cutlass’s 5.7-liter V8 produces 180 hp at a whopping 3,800 rpm. The trunk was quite small.”

 

U.S. buyers could still order a Cutlass with the Rocket 455 engine (7,450 cc) in 1974, although the OPEC embargo didn’t make it very popular. I assume the bigger engine wasn’t offered to West German buyers, for whom the Rocket 350 was already outrageous enough.

 

Eicker continued:

But American cars are deliberately designed for smooth driving at moderate speeds, and in this area they are superior to all others. This is largely due to the automatic transmission, which is perfectly matched to the large-displacement engine. In the test car, it shifted gears so smoothly and optimally for all driving conditions that there was never any desire to intervene manually, especially as the kickdown response was immediate even at relatively high speeds. The eight-cylinder engine’s almost inaudible running and the almost complete lack of vibration, as well as the pleasingly low wind and rolling noise levels, fit in perfectly with the Cutlass’ overall comfort-oriented image. The low noise level is due in no small part to the slow-running radiator fan equipped with a viscous coupling and the similarly slow-turning driveshaft, which gets by without expensive intermediate bearings.

Fuel consumption has never been a priority in American automotive design, at least not in the past. High vehicle weight and low specific engine power inevitably drive up fuel consumption—a trend that, as we know, has been further exacerbated by strict U.S. emissions regulations. The Oldsmobile Cutlass Salon’s Rochester carburetor consumed an average of 22.5 liters of regular gasoline per 100 km throughout the entire test period. During the test drives, consumption rose to around 26 liters, only rarely falling below the 20-liter mark.

As I noted earlier, fuel consumption of 22.5 liters per 100 km equals 10.45 miles per U.S. gallon, while their maximum consumption of 26 L/100 km works out to a gluttonous 9 mpg. According to data presented at a 1975 U.S. Senate hearing, the average price of regular gasoline in West Germany just prior to the OPEC embargo was equivalent to $1.01 USD per U.S. gallon, with premium averaging $1.12/gallon; for comparison, the average U.S. prices quoted for the same time were $0.40 a gallon for regular and $0.44/gallon for premium. You can see why there wasn’t a big market for 5.7-liter cars in West Germany back then!

“Chassis: Progress”

While American eight-cylinder engines have always been regarded with respect by many people in this country, the same cannot be said of the chassis. For a long time, these cars’ overly primitive design made them completely unsuitable for speedy driving on narrow roads. Even today, they still do not encourage a particularly sporty driving style, but more careful rear axle location and, above all, the increasingly frequent use of radial tires have brought about unmistakable progress.

The Cutlass tested was fitted with Dunlop Sp 57 radial tires of generous GR 70 HR 15 size on well-proportioned wheels, suspended on double wishbones at the front and at the rear on a rigid axle, connected to the chassis via two lower trailing arms and two upper diagonal links leading from the differential. Suspension is provided by coil springs at the front and rear, while damping is provided by hydraulic shock absorbers. Two powerful anti-roll bars — 26 mm in diameter at the front and 24 mm in diameter at the rear — keep body lean in check around curves. With this chassis design, which is also widely used in Germany, the Cutlass could be taken around bends remarkably quickly despite the soft suspension, primarily tuned for comfort. Despite the unfavorable weight distribution of 56 (front) to 44 percent (rear), the tendency to understeer was therefore kept within limits, although the low return force of the power steering somewhat masked the actual understeer.

 

You get used to the extremely light steering preferred by the Americans surprisingly quickly: although it does not communicate the tires’ contact with the road as sensitively as a Mercedes steering system, it guides the wheels precisely and is by no means as nervous as the over-assisted Citroen SM steering. It gives the Cutlass perfect straight-line stability even at high speeds, and the ease with which the weighty car can be steered is particularly impressive in town and when cornering.

A typical example of “only as good as necessary” are the brakes: in normal, quite speedy everyday driving, there were no complaints with the system, which has discs at the front and drums at the rear. However, it was a different story during a few full braking maneuvers at higher speeds — intense fade set in, and the car stopped in thick clouds of brake dust. Once the brakes had cooled down, everything was back to normal apart from some initial slight rubbing.

Back in the ’50s and ’60, U.S. automakers often fitted export models with stiffer springs and heavy-duty brake linings. It’s conceivable that German-market imports had firmer shock absorbers than the home-market Cutlass, but for the most part, it seems like the test car’s specifications were very close to the U.S. Cutlass Salon — maybe too close. (German buyers would probably have appreciated harder brake linings with greater fade resistance for Autobahn use.)

 

In any event, AMS reached basically the same conclusions as their counterparts at Car and Driver, who’d found the Cutlass Salon surprisingly capable even in a head-to-head competition with a Mercedes-Benz W116 S-Class, handicapped mainly by the numbness of the steering. I was surprised to see that the German testers had a more favorable view of the Oldsmobile chassis than Road & Track, which had found their Cutlass Salon’s handling disappointing and its ride bordering on the queasy-making. Eicker concluded:

Naturally, the brakes, the body finish and a hundred other things could be improved, refined and made more expensive on the Oldsmobile Cutlass Salon, as on almost all other U.S. cars. The only question is why, because everything important for problem-free, comfortable driving at medium speeds is fine, and some things are even perfect.

Anyone who drives on speed-limited roads and highways in Europe in the future will have some reason to look at good US cars, among which the Cutlass must undoubtedly be counted, with envy. Perhaps even with an interest in buying one, because the purchase price is certainly worth discussing: for 24,100 marks, you get a lot here. Of course, you have to be able to afford the upkeep — otherwise, as a poor European, you’d better keep your hands off it.

The comment about speed limits refers to the 100 km/h nationwide speed limits temporarily imposed in West Germany during the 1973–1974 OPEC embargo, which were also referenced on the cover of this issue. (The yellow banner across the lower left-hand corner says “Lauritzen’s Autobahn speed limit: protests everywhere”; Lauritz Lauritzen, then the federal minister of transport, had imposed the limit in December 1973.) The 100 km/h limit was rescinded within weeks of when this issue of AMS originally appeared on newsstands, and even today, more than half of the German federal highway system have no set speed limit for passenger cars.

 

Unsurprisingly, this review contains the usual array of backhanded compliments: As Eicker said at the outset, this car was not particularly relevant for German buyers except as a costly and somewhat tasteless novelty item. On the other hand, if the praise was sometimes grudging, it was nonetheless genuine. The Cutlass Salon was hardly a European touring sedan, but it was well-tailored for its actual market. Even with the oil crisis, Oldsmobile sold 277,526 Cutlasses in 1974, not counting the Vista Cruiser wagon.

Related Reading

Vintage C&D Comparison: 1973 Oldsmobile Cutlass Salon Versus 1973 Mercedes 450SE – No Joke, Car And Driver Compares A Colonnade To An S-Class (by Paul N)
Vintage R&T Road Test: 1973 Oldsmobile Cutlass Salon – “Just How Much Like A European Sedan Is It?” (by Paul N)