Greg Maxey’s beautiful 1966 Olds 442 features one of the best big block engines ever built by General Motors, the 1965-1967 high revving 400-inch Olds Rocket V8. (Greg Maxey collection photo)
Oldsmobile never shied away from progressive advertising for its performance-bred 442 models. (Ad compliments former Oldsmobile division of General Motors.
Q: Hi Greg! I have a 1966 Olds 442 with a rare 390925e code 400 cubic inch V8 Rocket engine. I’ve been told only 50 to 55 were produced from 1966 to 1967.
What I would like to know is why only a few of these engines were made and what is the difference from the standard 400? Any info you could give me would be great, and thanks for your help and I really like your columns. Greg Maxey, Kingsley, Pa.
A: Greg, glad to help. First, the 442 1966 E-code 400 was the common engine in the 1966 and 1967 442s. In 1965, Olds debuted with a similar “B” block 400, which came in the 442 and police option models.
Although many websites say your engine is “rare” and “ultra-rare,” it really was not. However, there was a 50 to 55 run of a special drag package 442s in late 1966.
Specifically, Olds offered a W30 drag racing option with the L-69 Tri-Power 3×2 carb 442 that came with air induction, bigger cam, racing valve springs, 4.33:1 gear ratio and battery in the trunk. Only 54 of these race-ready 4-4-2s were ever delivered, and Olds won the C/SA (Class C in Stock Automatic) NHRA class championship in 1967. I would think this is where some of the “50 to 55 built” info comes from in your question.
Personally, the reason the 1965 to 1967 B and E block 400-inch Rocket V8 is considered rare these days is the fact that in 1968 and 1969, the 400 was rehashed for the worse as it featured a shorter stroke crank and a bigger bore piston, much to the chagrin of the street and drag crowd. The racers quickly found out the “new 400” didn’t rev anywhere near the 1965-1967 400-inch Rockets, and were slow at the dragways in comparison to a car like yours. So, in this case, and considering how many have survived the wrecking yard crusher, the B and E code 400s are rarer and in more demand.
Also, although there were many more “E” code 400s on the road than “B” codes, both were considered a hot ticket on the boulevards. In keeping with GM’s “must be 400 inches or smaller” cubic inch mandate those years, both the 1965 B-code and your 1966 E-code 442 engine measured right at 400 inches and came with 10.25 compression pistons, 4-inch bore, Rochester four barrel, 3.97 stroke forged steel crank, and good breathing cylinder heads with 2.0-inch intake and 1.625 exhaust valves. Olds said the “E” 400 delivered 345 horses and 440 lb. feet of torque. The main difference between the B and E codes was that the camshaft bank angle was changed to 39 degrees in 1966 from 45 degrees in 1965. Other than this, both were real screamers when a good set of headers were added.
Hope this all helps, and thanks for the photos! You have a class “A” muscle car in your garage, and the fastest and highest revving of the 400 inch Rocket V8s ever offered.
1935 Nash flathead six
Q: Greg I read your answer to the Nash flathead engine in the Rambler American from the 1960s. I owned a 1935 Nash and it had a flat head that not only the carb bolted to the head, the exhaust (manifold) tail pipe bolted directly to the block, too.
The water pump ran off a V-belt and attached midway to the block on the driver’s side. It took me some time to find an older gentleman that knew this as the pump was a packed seal, which he said his dad had to repack very often (with lubrication grease).
I read and enjoy your column very much. Keep up the good work. Art Hensley, an old Indiana car nut.
A: Thanks much Art for the excellent early Nash information.
Kaiser owner responds
Q: I just read your article in the Peoria Journal on the Kaiser cars. In 1951 when I was a senior in high school in Peoria, and with my grandmother’s help (she signed for me), I purchased a Kaiser.
It was a great automobile.
The last one I saw was in Cuba about 20 years ago and it could have been mine as it looked identical in a beautiful dark green. I also enjoyed your comments on the Henry J. Thanks, Carl Kumph, now living in Boca Raton, Fla.
A: Much obliged Carl.
(Greg Zyla is a syndicated auto columnist who welcomes reader questions and comments at 303 Roosevelt St., Sayre, Pa. 18840 or email at greg@gregzyla.com)
