Jetfire Engine
In 1961, the F-85 had a 155 HP version of the 215 ci. engine, and the Cutlass had a 185 HP version. The 1961 versions of the motor were rated at 155 hp, but later years saw increases - up to 200 hp normally aspirated for the Buick version and 215 hp in turbocharged form from Olds (the 62-63 Jetfire).
In 1962, Olds, along with AiResearch, introduced a 'turbocharged' (called Fluid Injection) version of this engine, which put "Turbo Rocket Fluid" (½ distilled water, ½ methyl alcohol) into the carb. Along with a 10.25:1 compression ratio, yielded 0-60 in 8.5 seconds (with the manual tranny). The turbo was a Garrett TO-3 with an integral wastegate, the first. Unfortunately, due to the 10:1 compression ratio, boost was limited to only 5 psi, not the best use of a turbo.
The induction setup itself is fairly sophisticated (especially for 1962), with something like 54 separate connections to the intake system. The turbo has an integral wastegate, being the first mass production turbo application to use a wastegate. The turbo has a large oil line running directly from the oil pump to keep oil present to the bearings. If they get hot (running hard) they must not be shut down without a cool down period. This was arguably the most complex induction system build to that time, with something like 50 different hose connections in the intake system (pressure sensors, wastegate, fluid injection, fuel, etc).
Olds attempted to get around the boost lag problem by using a high compression ratio (10:1!), which limited boost to only 5 psi. Fluid injection (Turbo Rocket Fluid) was used (a water/alcohol mix) to suppress detonation. Properly running cars will not go into boost if the "Turbo Rocket Fluid" resevoire is empty. There is an automatic shutoff for this. Parts for this injection system are even harder to get than the turbo parts.
The carb is a rare single barrel Rochester side-draft unit, whose only other application was on the Corvair Turbo. While they resemble the Corvair carb, they are much larger. They share some parts with an ordinary 2-barrel V-8 Rochester such as floats, needles & seats, etc.
The Olds' turbocharged Jetfire was supposedly quicker than the 4V version, but it had maintenance problems due to its complex mechanics for that era. It attained the magic goal of 1 HP per CID. A power boost on the order of 40% was claimed. The automatic Cutlass with 10.75:1 compression gave 195 HP @ 4800 and 235 lb/ft @ 3200. The Jetfire's 10.25:1 compression gave 215 HP @ 4800 and 300 lb/ft @ 3200.
Top speed for a 4V was just over 100 mph, but 0-60 took almost 11 seconds with automatic, although the stick did better. The biggest problem with the Special/F-85 was the 3-speed "slushbox" transmission. Which, according to a Motor Trend road test, "seemed to take forever for the Hydra-Matic to get a good, firm lockup into the next gear, and the engine lost 2,000 rpm on each shift."
Oldsmobile scrapped this system in 1964 due to reliability problems. The 'performance Olds' then became the 442 in '64.
