1981 Oldsmobile Cutlass Supreme review from North America

- Alternator.

- Shift cable stretched.

- Motor mounts.

- Alternator.

- A/C line.

- A/C compressor.

- Heater core.

- Timing chain.

- Carburetor.

- MAP sensor.

- EGR valve.

The car was stylish and comfortable, and offered good interior space for its size.

The body and paint quality was nothing to brag about, with the original paint was peeling and fading by the 5 year mark, and persistent wind leaks around the windows. The headliner fell like most GM cars of the period. The A/C failed on two separate occasions due to a leak in the suction/discharge line on the back of the compressor, and then failure of the compressor itself.

The traction on snow/ice was poor even when you consider that it is a rear wheel drive car. The ride was OK, and handling was more nimble than the prior generation (1973-1977) GM intermediates, but not nimble per se. Banked/cambered roads would make it drift in the direction of the slope. The steering had little feel, and it understeered quite a bit. Mind you this was the base suspension - not the FE2/F40/F41.

Gas mileage was OK - about 14 MPG in the city, 21 MPG Highway. Acceleration - particularly on the highway - was tepid. This engine was managed by GM's Computer Command Control system - aka CCC/C3. This system wasn't quite ready for prime time. At this point, the reality was GM was still working out the bugs, of which there were many. Driveability was a persistent issue with frequent stalling when trying to accelerate from a stop when cold, with hard restarts. It was also prone to detonation and surging - it always happiest on premium fuel. In the 6 years we owned it, it required replacement of the MAP sensor, EGR valve, and required 2 carburetor rebuilds. Vacuum leaks were another persistent issue. By the mid-80s, this system was more reliable.

The engine (Buick 3.8/231 V6) mechanically had 2 issues. Oil consumption was approximately 700 miles/quart, but no there was visible smoke or no leaks. The timing chain/gears needed replacement at 55,000 miles. This engine was a work-in-progress at this point in its life, and while it was much better at

this point than its initial 1962 version, GM wasn't quite done with said progress. Eventually, it was transformed by fuel injection, turbo and supercharging, attention to detail regarding the oiling system, cam drives, and myriad of other details. Much better driveability, performance, fuel economy, and reliability (excepting the recent plastic intake manifold unpleasantry) was the result.

The TurboHydraMatic 200C transmission had no issues, neither did the rear end.

The usual nickel-and-dime stuff also happened -

- Heater core

- Alternator

- Transmission shift cable streched.

- Motor mounts failed twice

- Water pump.

- Center link.

All in all, 1981 was not a great year for cars in general, and this car was is a good example of that. If you find one today, most of the faults will probably be corrected. By the end of its model run, quality had improved sufficiently to make these cars desirable again.