1962-1963 Oldsmobile F-85 Jetfire

The early 1960s provided the perfect backdrop for the creation of the Oldsmobile F-85 Jetfire. The U.S. automotive industry was navigating two significant trends, much like a shoreline battered by powerful waves.

On one hand, the post-war obsession with horsepower was reaching its peak, paving the way for what would later be dubbed muscle cars. On the other, American dealerships were preparing for an influx of compact vehicles, inspired by the growing popularity of small, fuel-efficient imports.

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Just as individual waves emerge from the same sea, these two powerful trends—each with its own momentum—could still merge. Oldsmobile was one of the automakers that sought to harmonize these seemingly opposing forces. Staying true to its legacy, the company aimed to achieve this through cutting-edge technology.

Oldsmobile had built a reputation within General Motors by pioneering engineering innovations, such as the Hydra-Matic automatic transmission introduced in 1940 and the advanced high-compression Rocket overhead-valve V-8 engine launched in 1949. These advancements were at the forefront of the 1950s shift toward effortless driving and robust power, a trend that showed no signs of slowing down.

However, a countercurrent opposed this movement. During the 1950s, an increasing number of American drivers gravitated toward smaller, mostly European vehicles. While some were drawn to their fuel efficiency, others appreciated their agile, sporty, and enjoyable driving dynamics—qualities absent in the era's large, finned, and chrome-laden cars.

As U.S. automakers ventured into the compact car market, some aimed to attract these performance-oriented buyers. Oldsmobile's approach was a lightweight, compact V-8 engine enhanced with a turbocharger, delivering the power of a larger, heavier engine.

This engine was housed in Oldsmobile's unibody F-85, launched in 1961 as part of GM's premium "senior" compact lineup (though marketed as an "intermediate" model with a 112-inch wheelbase). Sharing its platform with the Buick Special and Pontiac Tempest, it featured an all-aluminum, 215-cubic-inch "Rockette" V-8, a GM Engineering design further developed by Buick and Oldsmobile teams.

In its standard configuration, the engine delivered 155 brake horsepower (bhp). An upgraded variant, featuring a four-barrel carburetor and a 10.25:1 compression ratio, boosted output to 185 bhp. Dive deeper into the Jetfire's turbocharger technology in the following section of this article.

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1962-1963 Oldsmobile F-85 Jetfire's Turbocharger

On April 16, 1961, Oldsmobile introduced the precursor to the 1962 F-85 Jetfire—an F-85 Cutlass coupe featuring bucket seats and a premium interior—as a response to the rising popularity of sporty compact cars like the Chevrolet Corvair Monza. For the 1962 model year, the Cutlass coupe and its new convertible variant were equipped with a 185-horsepower V-8. However, midway through the year, Oldsmobile unveiled an even more exciting offering.

Released in April 1962, the Jetfire two-door hardtop, based on the F-85 Cutlass, featured a turbocharged version of the 215-cid V-8 engine, delivering 215 bhp at 4600 rpm and 300 pound-feet of torque at 3200 rpm. Achieving one horsepower per cubic inch, a milestone first reached by the 1956 Chrysler 300-B, was a dream come true for performance enthusiasts of the era.

A turbocharger enhances the air-fuel mixture's potency, enabling greater power output without enlarging the engine. While superchargers achieve similar results, they operate differently. At its core, a turbocharger consists of a shaft with turbine impellers at both ends. Exhaust pressure spins one impeller, while the other draws in air, compressing it and forcing it into the intake manifold. This increases air pressure and ensures a more efficient fuel-air mixture for combustion.

Turbocharging wasn't a novel concept in 1962. Its origins trace back to the early 1900s. Canadian historian Bill Vance notes that in 1905, Swiss engineer Alfred Buchi patented an exhaust-driven supercharger designed for diesel engines.

As World War I approached, General Electric and other U.S. firms were developing turbochargers for aircraft. Dr. Sanford Moss of GE, later hailed as the "father of the turbocharger," installed a GE turbo on a V-12 Liberty aircraft engine. During high-altitude tests, it demonstrated a significant increase in power. After proving their effectiveness in World War I, turbocharged engines became widely used in World War II fighter planes.

Bentley and Bugatti were among the first to adopt superchargers in automobiles. In the U.S., brands like Cord, Duesenberg, and Graham also utilized "blowers" before World War II, with several others following suit in the 1950s.

If turbochargers were somewhat enigmatic to American car enthusiasts in 1962, Oldsmobile ensured they received a thorough introduction. Recognizing potential confusion, Olds used the Jetfire promotional materials not only to market the car but also to educate. A detailed cutaway diagram illustrated the flow of intake and exhaust gases, while a Q&A section addressed common questions about the turbocharger's functionality.

Shortly after the Jetfire's launch, Chevrolet introduced the Monza Spyder, featuring a turbocharged version of the Corvair's air-cooled flat-six engine, also achieving one horsepower per cubic inch. (This makes the Jetfire the first mass-produced turbocharged car in the U.S.)

In the next section, discover how Oldsmobile's engineering team developed the Jetfire's groundbreaking turbocharger.

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1962-1963 Oldsmobile F-85 Jetfire Engine Development

A dedicated team of Oldsmobile engineers, led by Gilbert Burrell, the division's chief engine designer, collaborated with Garrett AiResearch to develop the turbocharger for the 1962 Oldsmobile F-85 Jetfire.

"A turbo-supercharger unit... could have been engineered to deliver significantly higher power at top speeds, but that wouldn't have provided the substantial torque boost needed for everyday driving conditions," Burrell explained to Road & Track in 1962. "Our goal was to create a high-performance street car, not a race car."

To minimize weight and enhance responsiveness, Oldsmobile engineers opted for a compact turbocharger. They also incorporated an integral waste-gate, inspired by aircraft turbo systems, to divert excess exhaust gases and control boost levels. Without this safeguard, the turbocharger could spin at dangerously high speeds.

The team set a maximum boost limit of five pounds per square inch (psi). When the turbo reached five psi above atmospheric pressure, a waste-gate valve redirected some exhaust gases away from the turbine wheel, regulating impeller speed and the volume of air being forced into the engine.

While turbochargers were more efficient than superchargers, they had their challenges. The intense heat from exhaust gases posed a risk, and turbocharged engines were susceptible to detonation (pinging), often caused by carbon buildup, particularly with certain fuel types.

To combat pinging, Chevrolet reduced the compression ratio in its turbocharged Corvair. Oldsmobile, however, maintained a 10.25:1 compression ratio and introduced a unique fluid-injection system. A reservoir under the hood held "Turbo-Rocket Fluid," a blend of distilled water, methyl alcohol, and a rust inhibitor.

When the driver pressed the accelerator, the fluid tank pressurized, releasing a small amount of fluid into the air-fuel mixture just before it entered the intake-side impeller. As the fluid evaporated, it cooled the intake air, reducing combustion-chamber temperatures and preventing detonation.

According to historian Vance, the fluid reservoir could last between 200 and 2000 miles, depending on driving habits. A warning light inside the car would alert the driver if the fluid level was low. If the reservoir emptied completely, a throttle-body valve would close to restrict full-power acceleration.

Ironically, one of the safety features designed to protect the engine contributed to its reputation for being problematic. The wastegate, for example, featured dual diaphragms. If these failed, the fluid-reservoir cap would release as a last resort to prevent overboost.

The Jetfire's Garrett TO-3 turbocharger was mounted crosswise on top of the engine, with a unique side-draft Rochester carburetor on the left and the exhaust system on the right. This setup added approximately 36 pounds to the engine but did not obstruct access to the spark plugs or distributor.

To handle the increased power, the Jetfire V-8 was equipped with specialized pistons, reinforced main bearing caps, and heavy-duty aluminum alloy bearing inserts. It also featured a "performance-tailored" fuel pump, connecting rods, aluminum-coated intake valves, and a higher-voltage distributor and coil. Additionally, a larger radiator was installed for improved cooling.

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1962-1963 Oldsmobile F-85 Jetfire Styling and Features

The Oldsmobile F-85 Jetfire closely resembled the Cutlass coupe but stood out as the only true hardtop in the F-85 lineup, as all other two-door models featured fixed door frames and B-pillars.

The Jetfire stood out with its unique brushed-aluminum side panels and distinctive "Jetfire" emblems on the trunklid and front fenders. It also featured two chrome hood spears, unlike the Cutlass, which had only one.

Inside, the Jetfire mirrored the Cutlass, with the addition of a dashboard badge and a standard floor console housing a turbo-function gauge. Key features included foam-padded bucket seats and a premium two-spoke steering wheel.

The instrument panel was straightforward, centered around a horizontal 120-mph speedometer directly in front of the driver. A three-speed manual transmission with a column shift was standard, while optional four-speed manual and Hydra-Matic transmissions were controlled by floor-mounted levers.

Enthusiasts criticized the lack of a precise boost gauge. Instead, the center console featured a vacuum-boost gauge with basic red and green zones labeled "power" and "economy." (This gauge also included a warning light for low fluid levels.) Its placement made it difficult to monitor.

Priced at $3049, the Jetfire cost $355 more than the Cutlass coupe. Optional extras included the Hydra-Matic transmission for $189, a four-speed manual for $199.80, Roto-Matic power steering for $86, Pedal-Ease power brakes for $42.50, air conditioning for $378, and a vinyl "Sport Top" roof for $75.32.

Next, explore the critical reception of the Oldsmobile F-85 Jetfire's performance.

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1962-1963 Oldsmobile F-85 Jetfire Performance

Following a road test of an Oldsmobile F-85 Jetfire prototype, Car and Driver magazine noted that the car delivered "sports-car-level performance in a luxurious compact package" in terms of speed and acceleration. Testers highlighted that "its most impressive improvement lies in the mid-range torque enhancement."

This made the Jetfire "a more versatile choice for everyday driving" compared to aftermarket supercharged cars available in 1962.

Despite the significant boost in performance, Oldsmobile left the Jetfire's chassis and suspension largely unchanged. As a result, its handling mirrored that of a standard Cutlass. The car came with 6.50 × 13 tires, unlike the 15-inch options offered on the Buick Special and Pontiac Tempest, though 15-inch tires were available as an upgrade.

Car and Driver pointed out that the power steering's slow response required time to adjust to, and precise maneuvers were best executed at low speeds. The coil-spring suspension was described as "soft," yet body roll remained controlled in all conditions, and the 9.5-inch drum brakes provided immediate stopping power.

Unlike superchargers, the turbocharger operated silently. Car and Driver remarked, "The entire unit is whisper-quiet. Even without the turbo, the engine is among the smoothest and least intrusive mid-sized powerplants available." Engineers also managed to eliminate vibrations, resulting in a well-balanced powertrain.

Equipped with Hydra-Matic, this early Jetfire achieved 30 mph in 3.9 seconds, 60 mph in 9.2 seconds, and 100 mph in 32.8 seconds. It completed the quarter-mile in 17.5 seconds.

Fuel efficiency was considered similar to a Cutlass with a four-barrel carburetor, though "aggressive driving would inevitably increase consumption." At steady speeds, Car and Driver noted, "fuel economy might improve due to enhanced fuel atomization and mixture distribution from the turbocharger's impeller." Premium fuel was advised.

Reflecting on its prototype test, Car and Driver hailed the Jetfire as "not just the most innovative American factory design in decades, but also a refined and comfortable mid-sized high-performance vehicle."

However, the Jetfire's handling left much to be desired. In the next section, learn about the handling issues critics highlighted.

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1962-1963 Oldsmobile F-85 Jetfire Handling

In 1962, Car and Driver tested a production Oldsmobile F-85 Jetfire equipped with a Warner four-speed manual transmission and a standard 3.36:1 axle ratio. They noted that it "nearly embodies the European ideal of a large car," offering "lively performance" while maintaining Oldsmobile's signature comfort.

The 1963 model grew in size. While the wheelbase remained the same, a comprehensive redesign added four inches to its length and 2.1 inches to its width, making the Jetfire and other F-85 models resemble smaller versions of the Eighty-Eight.

Even so, the Jetfire accelerated from 0 to 60 mph in just 8.5 seconds and completed the quarter-mile in 16.8 seconds, with a top speed of 107 mph. Car and Driver praised it, stating, "Based on its power-to-weight ratio, the Oldsmobile F-85 Jetfire is a true standout."

However, handling remained a weak point. The magazine pointed out that the .875-inch antiroll bar "allows excessive body lean, which performance-oriented drivers find disappointing." Overall, the 1963 Jetfire "lacks the steering, suspension, and braking capabilities expected of a sporty sedan."

On the other hand, the Jetfire's ride quality was praised as "smooth enough to reassure even the most cautious drivers, even on rough roads."

Other issues detracted from the driving experience. Car and Driver observed that "on all but the roughest surfaces, the Jetfire's acceleration is hindered by wheelspin." Additionally, "the gear ratios in the four-speed Warner transmission fail to fully utilize the turbocharged V-8's impressive low-end torque."

Motor Trend was far less impressed, stating that "the Jetfire falls short as a performance vehicle." Their test car, equipped with a three-speed Hydra-Matic and the standard 3.36:1 axle ratio, took 10.2 seconds to reach 60 mph and completed the quarter-mile in 18.7 seconds at 80 mph.

"Some of the lackluster performance," Motor Trend noted, "can be attributed to the Hydra-Matic, which is one of the least precise transmissions available." However, "the turbocharger also bears some responsibility, as its performance appears inconsistent."

Ideally, boost should remain steady from around 2400 rpm up to the engine's peak horsepower. However, MT observed that the Jetfire's V-8 "seems to struggle, as if the wastegate isn't allowing the turbo to maintain consistent manifold pressure."

During acceleration tests at 4600 rpm, "performance drops sharply as the engine loses power entirely... as if it's stalled." Additionally, as the Hydra-Matic "shifts into top gear, the engine falters significantly... running out of steam in second and top gear between 4600 and 4700 rpm, suggesting the turbo isn't delivering sufficient pressure. The sensation is akin to a naturally aspirated engine with an undersized carburetor."

In the next section, discover how these and other challenges led to the Jetfire's downfall.

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Decline of the 1962-1963 Oldsmobile F-85 Jetfire

In 1962, Oldsmobile sold just 3765 F-85 Jetfire coupes, followed by 5842 in 1963, after which the turbocharged model was discontinued.

The following year introduced a larger F-85, now a true intermediate-sized car with body-on-frame construction and a standard cast-iron 330-cid V-8. This model gave rise to the high-performance 4-4-2, ensuring Oldsmobile's place in the 1960s muscle car era.

The Jetfire's story concluded in 1965 when General Motors offered to replace turbocharged engines with four-barrel carbureted versions, complete with standard intake and exhaust systems, at no charge.

Was the Jetfire's downfall solely due to its problematic fluid-injection system? Not entirely, but it was a major factor. "Owners often neglected to refill the fluid, then complained about the car's performance," Jetfire expert Bruce Sweeter explained in the March/April 1996 issue of Special Interest Autos.

Harold Metzel, Oldsmobile's chief engineer during the Jetfire era, reflected in the Oldsmobile centennial book Setting the Pace that "the engine required so many modifications and controls that it became overly complex. While it excelled at tire-squealing acceleration, the added complexity made it too costly."

Engineer Tom Leonard noted that "the Jetfire was over-engineered with too many safety features... making it impractical. It was excessive." He also observed that "the wrong demographic was buying Jetfires—often older drivers who rarely engaged the turbocharger, leading to it seizing up."

Leaks plagued gaskets and diaphragms, and the 215-cid engine, like others, suffered from cooling issues. Automatic transmissions occasionally shifted roughly, and driveshafts were prone to failure. Additionally, the aluminum V-8 was costly to produce, though this didn't deter England's Rover from acquiring the tooling for use in its sedans and Land Rover models.

The turbocharging trend proved short-lived. Chevrolet continued offering a turbocharged Corvair until 1966, but the technology soon vanished from U.S. passenger vehicles. However, over a decade later, as automakers sought ways to boost power without enlarging engines, turbochargers staged a remarkable resurgence.

Beginning with several Buick models in 1978, turbocharged engines became a staple in numerous American car lines through the 1990s. Ironically, Oldsmobile never reintroduced turbocharging during this period.

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