Inline Tube - 1972 Oldsmobile Tech Shop - Chassis Restoration
In Great Detail - An in-depth Examination Of a concourse - Level 1972 Olds 442
W-30 Chassis Restoration.
BY BARRY KLUCZYK AND JOHN KRYTA / PHOTOGRAPHY BY BARRY KLUCZYK
It’s not often we get the opportunity to document a concours-level muscle car
chassis during the restoration process, so we considered ourselves lucky to
photograph the Olds 442 frame for this story. It is the foundation for a rare
1972 W-30 car that’s undergoing restoration at Wing’s Auto Art (www.wingsautoart.com).
The ’72 442 wasn’t a separate model, but an option package on the Cutlass line
(option code W-29). The W-30-code 455 engine was standard with the package, but
a 350 engine was optional. Even with its low, 8.5:1 compression ratio, the ’72
455 was rated at a healthy 300 horsepower. Only 772 442 W-30 examples were built
between the coupe, hardtop and convertible body styles.
The car is owned by James Kryta, one of the founders of restoration parts
supplier Inline Tube (www.inlinetube.com).
He and his brother John have restored a number of A-bodies in recent years and
are about as hands-on in the hobby as any enthusiasts we’ve met – an attribute
that has served the resto hobby well, as they’ve channeled their experience into
their company’s product lines. And when it comes to accurate restorations,
calling these guys “detail oriented” is an understatement akin to saying it’s a
little warm in Phoenix during the summer.
With the assistance of Nyle Wing at Wing’s Auto art, James and John have left no
bolt unturned or unpainted in his quest to restore it to a standard that exceeds
the factory fit and finish. They performed much of the detail work themselves,
too, and a quick look at the chassis reveals that commitment to painstaking
authenticity – from the crayon marks to the varied colors of the body mounts and
line clips, it appears brand-new. It’s also a great reference not only for ’72
442s, but other model years, as well. Many of the paint finishes, components and
other details are shared with many other models and model years.
Most of the larger, original parts were media-blasted and painted to duplicate
the original finish, while other pieces of hardware and fasteners were re-plated
with the original finish. Wherever possible, the correct finish is described in
the accompanying photo captions.
One more thing: Because Inline Tube is in the restoration parts business, it’s
not surprising to learn many of the parts on the chassis came from its catalog.
They include the brake and fuel lines; parking brake cables; numerous hoses,
brackets, clips and clamps; reproduction detailing stickers; bushings and
exhaust hangers.
The power steering gearbox is a cast finish with aluminum cover and black
phosphate bolts. The Inline Tube power steering hoses have the correct
tin-coated tube and gold or yellow zinc fittings. The hoses also have the
correct pinch clamps and red stripe. Many hoses on these cars have ribs in the
rubber or stripes to keep the routing clear for the line workers. Manual or
power steering was available. This shot also shows the cast sway bar, center
link and tie rod ends.
The steering gear box also has a small yellow sticker with the two-liter code (BZ
on this car) that matches the build sheet. This was an assembly that is noted on
the build sheet as an option, so it has a tag to match the build sheet. Barely
visible are the bolts that hold the gearbox to the fame, with a yellow end.
That’s an anti-lock sealant used to hold the bolts in place.
The engine frame brackets are phosphate and the bolts are black phosphate. The
motor mount bolt is also phosphate and the lock nut is silver zinc. Because the
frame was used with several different engines, it was punched to accept several
different motor mounts. The frame was white-marked prior to assembly to indicate
which holes to use. The white marks extend beneath the mounts.
This right front 3/16-in. brake line from Inline Tube has the correct tin-coated
finish and it is held to the frame with a green clip. The clips were color-coded
at the factory for easier identification. Some had a locating stake; and it was
easy to confuse the next-size clip if there was no way to mark it. It was also
common for the different tube fittings to be different colors, based on the size
and thread type. The hole to the left of the clip, for example, is another line
clip hole that is not used on this car, so again, the frame is marked where the
location of the proper production clip. Inline Tube has all of the correct,
color-coded clips and mounting bolts.
Here, the control arm is black, but many were also bare steel and painted after
the frame was assembled and black-out painted to cover any bare parts to inhibit
rust. The cross shaft is cast grey or bare, the large shaft washers are
phosphate and the nuts are silver zinc. The shock hardware is silver zinc. The
disc brake caliper bracket is gold zinc, the backing plate is silver zinc and
the caliper is black. It is typical for calipers and master cylinders to be cast
and dipped in black paint before the machine work was performed on the casting.
The correct detailing involves painting all machined surfaces a bare steel
color, then masking off and painting the casting black.
Looking directly at the top of the control arm there are several markings. The
large “R” is for the right-hand part and there is a small oval shape that is the
vendor mark. It is common to have several parts venders making the different
parts and a way to identify who made what was to have a light vendor stamp. This
is very common on the heads of bolts, brake, fuel clips and other stampings. The
anchor symbol is for Anchor products and the “circle 4” symbol denotes the
supplier Four Slides Inc. Care must be take during media blasting and painting
to preserve these casting marks, as it is easy to blast them off and/or fill
them in with too much paint.
Visible here is the purple fitting on one of the Inline Tube lines that is the
color of the 3/8-24 fitting that has the larger 7/16 hex. The brake hose has a
white stripe with the manufacture and the date code. The front springs are bare
steel and have a part number and two-letter code tag. This tag again corresponds
to the build sheet and, depending on the engine, offered the rate of the spring
changes. For 1972, there are more than eight different front springs. The tag is
a color-coded, again, to easily identify the part to the line worker.
From the factory the frame was dipped in a black dye-like paint; it was the only
method to ensure complete coverage inside and out. On very low-mile cars, drips
and runs in the paint are evident. Many of the brackets and parts were dipped,
not sprayed, as it was faster and better for the worker and the environment. The
“256” marking is a frame number that was on the car when it was taken apart.
Currently, we don’t know its meaning. It could be a factory unit number or a
simple code to the guy at the next station to get two burgers and five drinks,
because the break was in six minutes.
When the fames were manufactured they were used on a variety of A-bodies,
including the GTO, Chevelle, Skylark and the Cutlass. This is a 1972 frame for
all Oldsmobile series 4400 cars, which the base car or platform is the F-85.
This platform includes the F-85, Cutlass, Cutlass-S, Cutlass supreme and 442.
The “CR” is the two-letter code on the build sheet, and before it is the part
number for the frame. “J57” is the Cutlass Supreme Hardtop code, “G77” is the
Cutlass S Club coupe or (post coupe) and “G87” is the Hardtop coupe (non-post).
This number would be different on a four-door frame or a convertible frame.
The Kryta's have found many original, low-mile cars with bare-steel transmission
cross members. This is duplicated with steel-color paint, as there is no way to
duplicate the finish of a new, freshly stamped part. It is another item that was
blacked out when the chassis was complete, too. There is a page in the assembly
manual focused on the black-out details, including which parts to spray and what
to avoid. All bare-steel parts were to be sprayed, avoiding the brakes and
moving assemblies. That’s why some parts appear to be black on one side or one
end.
Here, the Inline Tube fuel lines are all running in a bundle on the passenger
side of the frame. That’s typical for 1968-72 Cutlasses, but the other makes had
them on the opposite side of the car – placement was usually based on the side
of the engine with the fuel pump. This line placement is one of the reasons the
body must be jacked or removed from the frame to replace old fuel lines; they
are sandwiched between clips that are nearly impossible to access otherwise.
Also, the steel-color tie bar was on most high-performance cars and always seen
on four-speed cars. It ties the upper and lower control arm together, so there
is less twisting during a hard launch. It is painted bare steel.
This is the driver-side, front-to-rear brake line running in and out of the
frame; and since this is now ¼-in. tubing, the line clip color changes to yellow
again to guide the line worker. The body mounts are also color-coded by size and
location – and not all mounts are the same. All A-bodies have similarly shaped
mounts, but Oldsmobile's had a much softer mount than the Chevelle or GTO. So,
this color-coded mount is specific to Olds.
Here are different-colored body mounts for different locations on the frame. The
differences are called out in the assembly manuals and are easily seen on
low-mile cars. The black mount does not get a bolt; it is simply a resting pad.
Also, the fuel lines have the correct cloth wrappings as they exit the frame and
are Olds-specific. The fuel lines are two pieces for easy installation and
they’re joined by a small rubber hose that is marked “¼ return” and “3/8” for
fuel. The clips are different colors for placement identification. The colors
are standard on all 1964-72 fuel hoses.
The silver zinc bracket at the left is for all the back-drive linkage that
locked the steering column, starting in 1969. On the right is the proportioning
valve for 1971-72 disc-brake cars. It is a cast iron unit and is held to the
frame with a phosphate bracket. The line fitting is yet another blue color,
because of its large size. The brake line has a spring wrap that is used to
protect the line from rubbing wear. The valve has a paper tag on the front of it
that denotes the valve for disc brakes that is called out on the build sheet.
Note that all fittings on the valve are different colors and sizes to prevent
incorrect installation.
This is part of the Inline Tube detail line tag set. This is the code for the
disc brake prop valve. Since the car could have come with drum or disc brakes,
the tag denotes the disc brake valve. The fitting on the left front is purple to
denote 3/8-24 size with 7/16 hex. You can also see the mark on the top of the
tube nut it is a slash. This is the vendor stamp for that particular tube nut.
It is sometimes a dash or double dash, or a set of dots depending on the
manufacturer.
The correct spiral shock is flat grey color again with the two-letter code from
the build sheet. The spring is bare steel color, again, with a tag that refers
to the build sheet. The rear sway bar is a cast color and has a tag that refers
it to the build sheet, along with the axle code sticker. The brake drum backing
plate is phosphate and the drums are bare cast – however, an open-face wheel
received a blacked-out drum.
In 1970 an all-aluminum rear axle was offered, but it was discontinued for 1971
– leaving only the sporty cover available that year and for ’72. It is an
aluminum cover with cooling fins. It is reproduced, but the fins are much
thicker than the originals. W-27 was the option code for the rear end or the
cover. “W” was the letter for high-performance Olds options. W-25 was the ram
air hood; W-35 was the deck lid spoiler; W-26 was the dual gate shifter and W-30
was the engine option.
“TO” is the rear end code called out on the build sheet. It is also called out
with a sticker on the left brake drum. Many axle ratios were available and this
is how the axle was identified. It is also stamped in the axle tube, but is it
much smaller and harder to read. If the axle has been exposed to the elements,
it is very difficult to read or find.
This is the factory-correct Inline Tube muffler hanger. It is held to the frame
with two rubber, riveted straps and holds the muffler in place. The color is
silver zinc. The clamp runs through the two holes to hold the muffler in place.
The rear end yoke is cast originally, but painted cast on this restoration.
Realistically, all parts must be painted or plated during the restoration or
they will rust quickly due to simple humidity in the air. The drive shaft straps
are phosphate and the bolts also phosphate. Once completed, a restored car of
this caliber must be kept in a temperature-controlled space. While all bare
parts are painted to prevent rust, ball joints and rotors and other parts that
have no paint will soon discolor if they are not used.
This is the front-to-rear brake line and it is ¼-in., but with the spring wrap
it used a 3/8-in. clamp which again is a different color because of the size.
The clip set from Inline Tube comes with the color-coded clips. The large silver
zinc washer holds the muffler strap or hanger in place. The majority of the
bolts are black phosphate. Generally, if the component that is being bolted on
is black, so are the bolts. Silver bolts hold silver or aluminum parts and black
holds many paint or black parts. There are very few gold zinc bolts on the car.
The rear sway bar is cast color. As with other parts, the coded tag matches the
build sheet and carried the bar’s part number. The tag was intended to last as
long as it took to get the piece from the factory to the assembly line. Many of
these tags fell off in the first year or were painted over in the black-out
process.
This is the frame part number and the “CR” code is matched to the build sheet.
The serial number or VIN is also just above it, on the flat of the frame, but
they are usually not readable after 40 years of rust and pits. These numbers tie
correspond with the body number and the engine block number on all GM cars. They
are sometimes covered up by the bumper bracket or the rear tail pipe hanger.
Sources:
Inline tube - Brake & Fuel Lines,
Parking Brake Cables, Hoses, Valves, Brake & Fuel Clips, Disc Brakes
15066 Technology Drive
Shelby Twp, MI 48315
586 532 1338
Wings Auto Art - Nyle Wing Owner -
Classic Car Restoration
Ionia, MI
517 290 0368
www.wingsautoart.com
