Oldsmobile Custom Cruiser

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Oldsmobile Custom Cruiser
Manufacturer	General Motors
Production	1971–1992
Class	Full-size
Body style	4-door station wagon
Similar	Chrysler Town and Country Mercury Colony Park

First generation
Production	1971–1976
Platform	FR C-body
Engine	400 in³ V8 455 in³ V8
Transmission	3-speed Turbo-Hydramatic automatic
Related	Cadillac Calais Oldsmobile 98 Pontiac Safari

Second generation
Production	1977–1990
Platform	FR B-body
Engine	307 in³ V8 350 in³ V8 350 in³ diesel V8 403 in³ V8
Transmission	3-speed Turbo-Hydramatic automatic 4-speed Turbo-Hydramatic automatic
Related	Buick Electra Estate Chevrolet Caprice Pontiac Safari

Third generation
Production	1991–1992
Platform	FR B-body
Engine	5.0 L 305 in³ V8 5.7 L 350 in³ V8
Transmission	4-speed Turbo-Hydramatic automatic
Related	Buick Roadmaster Estate Chevrolet Caprice

Oldsmobile used the Custom Cruiser name on their large rear-wheel drive station wagons from 1971 to 1992. The Custom Cruiser wagon used the same B-body platform as the Chevrolet Caprice from 1977 to 1992.

Contents 1 First generation (1971-1976) 2 Second generation (1977-1990) 3 Third generation (1991-1992) 4 Why it was discontinued 5 Production figures 6 Engines for United States models 7 References

[edit] First generation (1971-1976)

The first generation Custom Cruiser first appeared in 1971 based upon the C platform. It could seat up to 8 people, and it also featured an innovative electrically operated tailgate that went down into the floor of the car, while the rear window went into the roof. It was easy to distinguish from other large GM station wagons of the time, owing to its rear-wheel-well skirts that some observers thought made it look like a hearse. The first generation lasted until 1976.

These first large Oldsmobile station wagons since 1963 were exceptionally heavy, often weighing more than 5,000 lb. To motivate this bulk with some semblance of power, Oldsmobile's 455 in³ (7.4 L) V8 engine was made standard.

[edit] Second generation (1977-1990)

The second generation Custom Cruiser appeared in 1977 and was now based upon the B platform. The second generation was smaller than the previous generation, and some 1,000 lb lighter, although it could still seat 8 people. The electrically operated tailgate was replaced by a conventional three-way tailgate similar in concept to that pioneered by Ford Motor Company on its station wagons in the mid-1960s.

The new 1977 Custom Cruisers came with a standard 350 in³ (5.7 L) V8. Oldsmobile's 403 in³ (6.6 L) V8 was optional through 1979. In 1978, the trouble-prone 350 in³ diesel V8 became available; it would remain an option through 1985, after which it was dropped. 1980 saw the introduction of the 307 in³ V8, based upon the 350; it became standard. The gasoline 350 would remain as an option through 1980, but was dropped thereafter.

The Custom Cruiser was slightly restyled in 1980 with slightly better aerodynamic efficiency through a lower front fascia. The doors and window mechanisms were also redesgined to be lighter. On the sides, the woodgrained panels no longer followed the curves of the wheel wells, but were positioned higher on the body sides to give a straighter, sleeker look. Although it should be noted that not all Custom Cruisers were equipped with woodgrained panels and many were sold without. Aside from the obligatory annual grille changes and other minor trim revisions, the 1980 restyle was the second generation Custom Cruiser's last.

Mechanically, minor changes were made between 1980 and 1990. Introduced for California models in 1980, the new E4ME electronic carburetor which used GM's CCC (Computer Command Control) system. In 1981, all Custom Cruisers used the E4ME with the CCC system, although Canadian emission cars continued to use the mechnaical M4ME carburetor until 1986. Also new in 1981 was GM's new overdrive Turbo Hydramatic 200-4R transmission. This transmission was equipped with a lock-up torque converter and a 0.67:1 overdrive ratio. With the new transmission, the Custom Cruiser could be equipped with numerically higher rear axle ratio for better performance, while offering improved fuel economy with the overdrive range. 1985 saw major changes to the 5.0L (307 cid) cylinder head design. Introduced were the new "swirl port" heads, which improved driveability, and low end torque. This new heads also featured very small intake ports, which reduced the higher RPM power and performance significantly. Along with the new heads, roller lifters replaced the old flat lifters.

The second generation continued on until 1990, by which time it was the division's only rear-wheel drive car. Oldsmobile management began calling the Custom Cruiser the division's "Rock of Ages" in press releases. This was a tongue-in-cheek reference to both the vehicle's longevity and seemingly undying - although waning - popularity among the station wagon faithful, but there were changes afoot in the industry. The traditional, large, rear wheel drive wagons were no longer the "must have" haulers for the American family, and this fact was not lost on Oldsmobile. Changes would have to be made to reverse the trend, and both the 1990 Oldsmobile Silhouette and the 1991 Oldsmobile Bravada would be part of those changes.

[edit] Third generation (1991-1992)

The Custom Cruiser was redesigned with the rest of the GM B-bodies for 1991. Some magazines (particularly Motor Trend) and other sources believed the division would resurrect the Vista Cruiser name for the new wagon, but Olds kept the Custom Cruiser name instead.

Oldsmobile customers were less than enthusiastic about the new Custom Cruiser. Some felt that the new, woodgrain-less sides made the car less distinctive, although the revived "Vista Roof" sunroof over the second row of seats did add some flair. Unfortunately for Oldsmobile, though, the Vista Roof was also installed on the Buick Roadmaster Estate Wagon, and that wagon came with woodgrained sides.

For reasons which are still not clear, Oldsmobile, unlike Buick and Chevrolet, chose not to use the updated 1991 B platform for a sedan, thus passing up an opportunity to draw back customers who had been put off by the division's switch to front-wheel drive cars in the mid-1980s. Then, too, the long-serving Olds 307 was replaced by a 5.0 L (305 in³) Chevrolet V8 engine. This engine was equipped with throttle body fuel injection and was rated at 170 hp, compared to the old Quadrajet-equipped 307 which was rated at 140 hp in 1990. This development just added to the disappointment of many Oldsmobile fans, although the new Chevrolet engine offered a significant increase in power, performance as well as improved economy. Also new for 1991 the old Turbo-Hydramatic 200-4R was replaced by the 4L60, formally known as the Turbo-Hydramatic 700-R4. Despite the fact that the Custom Cruiser was far less of an Oldsmobile than before, sales did improve over the 1990 model year, with some 7,663 Custom Cruisers finding homes for the 1991 model run. Sales slipped to just over 4,300 in 1992, however, and a beleaguered Oldsmobile pulled the plug. The 1992 model year, however, also offered a 5.7 L (350 in³) Chevrolet V8 as an option, like the Chevrolet Caprice and Buick Roadmaster wagons. This engine was also equipped with throttle body fuel injection and was rated at 180 hp, and 300 ft-lbs of torque compared to the standard 305's 170 hp and 255 ft-lbs of torque.

[edit] Why it was discontinued

Some have suggested that the introduction of the Oldsmobile Bravada SUV and the Oldsmobile Silhouette minivan led to the demise of the Custom Cruiser. Lending some credence to this is the fact that both vehicles were capable of performing the same tasks as the big wagon, but it is also important to note that the Bravada and Silhouette were targeted at growing market segments which the Custom Cruiser did not fit into. While it was not a roaring success, the Bravada likely stole its share of customers from the Custom Cruiser because it offered one of the most luxurious SUV interiors of the early 1990s. It could carry five people comfortably, and, when properly equipped, could tow as well as or better than the Custom Cruiser. And the Silhouette, while it was less than successful in the minivan segment, could easily carry more cargo than the Custom Cruiser and it seated nearly as many passengers.

Another small part of the Custom Cruiser's demise is attributed to the lack of an Oldsmobile engine. Oldsmobile fans were loyal to the Rocket V8, and after the 307 was killed in 1990 many of them found no reason to buy Oldsmobiles.

Of course, by 1992, Oldsmobile was certainly not alone in dropping its full-size wagon. Chrysler left the full-size station wagon segment to Ford and GM after the 1977 model year and began working on what would become the modern minivan. Often held responsible for the death of the full-size wagon, the 1984 Dodge Caravan and Plymouth Voyager were introduced to rave reviews and quickly became more popular than any Chrysler station wagon had ever been. GM and Ford were forced to play "catch-up" to their much smaller rival.

The casualties among the big wagons began to pile up, although not immediately. GM's Pontiac division went first. The division killed off the B-body Safari in 1989, and opted not to share in the redesign of the 1991 B platform. Ford, which for years had ruled the wagon segment with its Country Squire and Mercury Colony Park, introduced its redesigned large cars, the Crown Victoria and Mercury Grand Marquis in 1991 as early 1992 models, and for the first time in most people's memory, there were no full-size wagons in the Ford lineup.

The handwriting was clearly on the wall. The market had well and truly changed by the time the Custom Cruiser slipped into oblivion, and big wagons had fallen from favor. Buick and Chevrolet would be the last holdouts, and their wagons (and big sedans) would continue, but with sales continuing to fall, the Caprice sedan and wagon, Roadmaster sedan and Roadmaster Estate Wagon were finally withdrawn from production in 1996. Despite this, 9 years later, the full size wagon saw a revival with the introduction of the Dodge Magnum.

[edit] Production figures

1971 Total: 13,981

• Two-seat (six-passenger): 4,049
• Three-seat (nine-passenger): 9,932

1972 Total: 24,994

• Two-seat: 6,907
• Three-seat: 18,087

1973 Total: 38,921

• Two-seat, plain body: 5,275
• Two-seat, woodgrained body: 7,142
• Three-seat, plain body: 7,341
• Three-seat, woodgrained body: 19,163

1974 Total: 15,916

• Two-seat, plain body: 1,481
• Two-seat, woodgrained body: 2,960
• Three-seat, plain body: 2,528
• Three-seat, woodgrained body: 8,947

1975 Total: 16,068

• Two-seat, plain body: 1,458
• Two-seat, woodgrained body: 2,837
• Three-seat, plain body: 2,315
• Three-seat, woodgrained body: 9,458

1976 Total: 22,316

• Two-seat, plain body: 2,572
• Two-seat, woodgrained body: 3,849
• Three-seat, plain body: 3,626
• Three-seat, woodgrained body: 12,269

1977 Total: 32,827

• No breakdown of the number of two- and three-seat models produced is given in Oldsmobile's production figures for the Custom Cruiser from 1977 on.

1978 Total: 34,491

1979 Total: 36,648

1980 Total: 17,067

1981 Total: 18,956

1982 Total: 19,367

1983 Total: 25,243

1984 Total: 34,061

1985 Total: 22,889

1986 Total: 21,073

1987 Total: 17,742

1988 Total: 11,114

1989 Total: 8,929

1990 Total: 3,890

1991 Total: 7,663

1992 Total: 4,347

[edit] Engines for United States models

Generation	Years	Engine	Power	Torque	Induction
I	1971	455 in³ Oldsmobile V8	185 hp	355 ft·lb	2bbl carburetor
	1971-1973	455 in³ Oldsmobile V8	225 hp	360 ft·lb	4bbl carburetor
	1972	455 in³ Oldsmobile V8	250 hp	370 ft·lb	4bbl carburetor
	1974	455 in³ Oldsmobile V8	210 hp	350 ft·lb	4bbl carburetor
	1974	455 in³ Oldsmobile V8	275 hp	395 ft·lb	4bbl carburetor
	1975	400 in³ Pontiac V8	190 hp	350 ft·lb	4bbl carburetor
	1975-1976	455 in³ Oldsmobile V8	190 hp	350 ft·lb	4bbl carburetor
II	1977-78	350 in³ Oldsmobile V8	170 hp	275 ft·lb	4bbl carburetor
	1977-78	403 in³ Oldsmobile V8	185 hp	320 ft·lb	4bbl carburetor
	1978-79	350 in³ Oldsmobile Diesel V8	120 hp	220 ft·lb	Indirect Injection
	1979-80	350 in³ Oldsmobile V8	160 hp	270 ft·lb	4bbl carburetor
	1979	403 in³ Oldsmobile V8	175 hp	310 ft·lb	4bbl carburetor
	1980	307 in³ Oldsmobile V8	150 hp	245 ft·lb	4bbl carburetor
	1980-85	350 in³ Oldsmobile Diesel V8	105 hp	205 ft·lb	Indirect Injection
	1981-1984	307 in³ Oldsmobile V8	140 hp	240 ft·lb	4bbl carburetor
	1985-1990	307 in³ Oldsmobile V8	140 hp	255 ft·lb	4bbl carburetor
III	1991-1992	5.0 L/305 in³ Chevrolet Small-Block V8	170 hp	255 ft·lb	Throttle-body FI
	1992	5.7 L/350 in³ Chevrolet Small-Block V8	180 hp	300 ft·lb	Throttle-body FI

NOTE All engines, including 1971 are listed in SAE net BHP

[edit] References

• Flammang, James & Ron Kowalke (1999). The Standard Catalog of American Cars 1976-1999. Kraus Publications. ISBN 0-87341-755-0. 
• Gunnell, John, Editor (1987). The Standard Catalog of American Cars 1946-1975. Kraus Publications. ISBN 0-87341-096-3. 
• Gunnell, John (2003). The Standard Catalog of V-8 Engines 1906-2002. Kraus Publications. ISBN 0-87349-446-6. 

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• Oldsmobile Club of America

v • d • e Oldsmobile (Category • Vehicles)
Cars:	40 | 53 | 66 | 88 | 98 | 442 | Achieva | Alero | Aurora | Curved Dash | Custom Cruiser | Cutlass | Cutlass Calais | Cutlass Ciera | Cutlass Cruiser | Cutlass Supreme | F-85 | Firenza | Intrigue | Limited Touring | Omega | Series 60 | Series 70 | Oldsmobile Series 90 | Starfire | Toronado | Vista Cruiser
Minivans / SUVs:	Bravada | Silhouette

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	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4
Compact	Starfire		Firenza
	Omega					Cutlass Calais							Achieva							Alero
Mid-size	Cutlass		Cutlass Ciera															Cutlass
	Cutlass Cruiser
	Cutlass Supreme																		Intrigue
Full-size	Eighty-Eight
	Ninety-Eight																	LSS
	Toronado																	Regency
	Custom Cruiser															Aurora
Minivan											Silhouette
SUV												Bravada					Bravada