{"id":45608,"date":"2015-08-28T23:54:23","date_gmt":"2015-08-28T23:54:23","guid":{"rendered":"http:\/\/owegopennysaver.com\/?p=45608"},"modified":"2015-08-30T00:00:31","modified_gmt":"2015-08-30T00:00:31","slug":"collector-car-corner-a-quick-66-olds-442-nash-engine-and-kaiser-memories","status":"publish","type":"post","link":"http:\/\/www.owegopennysaver.com\/PS\/2015\/08\/28\/collector-car-corner-a-quick-66-olds-442-nash-engine-and-kaiser-memories\/","title":{"rendered":"Collector Car Corner – A quick \u201966 Olds 442, Nash engine and Kaiser memories"},"content":{"rendered":"
\"Collector<\/a>

Greg Maxey\u2019s 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)<\/p><\/div>\n

\"Collector<\/a>

Oldsmobile never shied away from progressive advertising for its performance-bred 442 models. (Ad compliments former Oldsmobile division of General Motors.<\/p><\/div>\n

Q: Hi Greg! I have a 1966 Olds 442 with a rare 390925e code 400 cubic inch V8 Rocket engine. I\u2019ve been told only 50 to 55 were produced from 1966 to 1967.<\/p>\n

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.<\/p>\n

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 \u201cB\u201d block 400, which came in the 442 and police option models.<\/p>\n

Although many websites say your engine is \u201crare\u201d and \u201cultra-rare,\u201d it really was not. However, there was a 50 to 55 run of a special drag package 442s in late 1966.<\/p>\n

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 \u201c50 to 55 built\u201d info comes from in your question.<\/p>\n

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 \u201cnew 400\u201d didn\u2019t 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.<\/p>\n

Also, although there were many more \u201cE\u201d code 400s on the road than \u201cB\u201d codes, both were considered a hot ticket on the boulevards. In keeping with GM\u2019s \u201cmust be 400 inches or smaller\u201d 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 \u201cE\u201d 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.<\/p>\n

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.<\/p>\n

1935 Nash flathead six<\/b><\/p>\n

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.<\/p>\n

The water\u00a0pump ran off a V-belt and attached midway to the block on the driver\u2019s 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).<\/p>\n

I read and enjoy your column very much. Keep up the good\u00a0work.\u00a0Art Hensley, an old Indiana car nut.<\/p>\n

A: Thanks much Art for the excellent early Nash information.<\/p>\n

Kaiser owner responds<\/b><\/p>\n

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\u2019s help (she signed for me), I purchased a Kaiser.<\/p>\n

It was a great automobile.<\/p>\n

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.<\/p>\n

A: Much obliged Carl.<\/p>\n

(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)<\/p>\n","protected":false},"excerpt":{"rendered":"

Q: Hi Greg! I have a 1966 Olds 442 with a rare 390925e code 400 cubic inch V8 Rocket engine. 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