History and Production figures on the W-31 Option

1968 W-31

The Ram Rod 350 was the name given to the first W-31, even though it was never designated a W car. The Ram Rod was identified with a fender-mounted decal depicting the end view of two pistons, rods and a crank with the words Ram Rod 350. The W-31 nomenclature was nowhere to be found.
Even though the 442 model carried the Olds performance image, the W-31 package was not used in a 442 during the three years of W-31 production. Without the expected 442 designation on the flanks, the unsuspecting might have been convinced the W-31 was just another Cutlass. Not!
The W-31 option was popular with the youth market, with 742 sold that first model year. The package was available with the F-85 club coupe (36 sold), the Cutlass Supreme coupe (30 sold) and the Cutlass base model which attracted 674 buyers.
A W-31 would be a significant find, but rest assured, not an easy accomplishment. The W-30's Force Air induction system appeared on the W-31, with Ram Rod 350 decals on the twin-snorkel air cleaner. When combined with two-inch intake heads, a potent W-30 style cam, and a four-barrel Rochester carb, the engine pumped out an impressive 320hp.
It was strictly manual gear changing for the W-31, with both the M-20 and M-21 four-speeds and the M-14 three-speed available. Although no figures are available, one can bet that the four-speeds were the more popular choice.
The first W-31 fared impressively on the nation's drag strips, and its performance was considered underrated by many experts.

1969 W-31

For the W-31 option's second year, changes were minimal and production was up slightly to 913 units. About midyear, a W-31 convertible could be acquired, although only 26 sold.
Olds advertised the 1969 W-31 as "Having it your way with available goodies as long as your arm; 4 speeds with close-or-wide ratio, anti-spin axle, tach, wide-boot blackwalls with raised white letters, Super Stock wheels, and on and on."
A March 1969 Car and Driver road test showed the W-31 to be right with the competition in the quarter, with 14.5 second capabilities in place. Top speed was listed at 132mph. The air induction system was refined by adding vacuum valves which introduced engine-compartment air into the Quadrajet four-barrel during warm-up. Horsepower was listed as 325. Car and Driver noted that the W-31 was a machine for the performance advocate. "You have to feather the clutch to get launched, and once underway, it chugs and bucks when you try to idle along in gear...But when the needle reaches four digits, the problems are over. Everything goes quiet-the lull before the storm."
A handling package could be added to the W-31 to compliment its formidable straight- line performance. A front suspension bar, heavy-duty shocks, and F70x14 wide-oval rubber were available.
Power brakes were not available on the 1969 W-31 (also true for the 1968) for the same reason power brakes were omitted from the W-30; insufficient vacuum pressure due to the high-profile cam. Again, the W-31 was identified by only a decal on the front quarters.

1970 W-31

The final W-31 was a dynamic looker with a redesigned fiberglass ram air hood, body-length stripe and chrome W-31 badges. One might assume this great-looking muscle car is a 442-a logical mistake- but it's a W-31 Cutlass.
The major change for the 1970 W-31 was the deletion of the long induction tubes. The outside air now came through the hood scoops and directly into the air cleaner.
Horsepower was reported at 325 at 5400rpm, even though the mill featured a new aluminum intake manifold. The powerplant carried good innards with a 0.474 inch lift and 308 degree duration cam, 2.005 inch intake and 1.630 inch exhaust valves, medium-rate valve springs, hydralic lifters and flat-top racing pistons. The W-31 was a factory street car with all the makings of a late-model stock car.
Again, there was inadequate vacuum pressure to operate power brakes. The new manual front disc brakes helped the situation.
It was still a solid fourteen-second quarter-mile performer, even with the Turbo Hydro-matic transmission. The standard rear end was the 3.91 geared limited-slip unit.
The last W-31 was the best-selling with 1,352 sold, the Cutlass hardtop being by far the most popular (1,029 sold).
So with that updward turn, why no 1971 W-31? Well, as any performance enthusiast of the time would tell you, it was the beginning of the end as far as big power was concerned, and the W-31 was one of the first casualties. From a collector's viewpoint, these machines don't rate the same interest or value as the W-30s, but one of these low production W machines would be worth the effort to restore. It was truly the best of Olds small-block muscle.

W-31 Production

 
YEAR BODYSTYLE VIN PRODUCTION
1968 F-85 club coupe 332778Mxxxxxx
38
Cutlass S sports coupe 336778Mxxxxxx
674
Cutlass S holiday coupe 336878Mxxxxxx
part of above
Cutlass Supreme coupe 342878Mxxxxxx
30
742
1969 F-85 club coupe 332779Mxxxxxx
212
Cutlass S sports coupe 336779Mxxxxxx 
106
Cutlass S holiday coupe 336879Mxxxxxx
569
Cutlass S convertible 336679Mxxxxxx
26
913
1970 F-85 club coupe 332770Mxxxxxx
207
Cutlass S sports coupe 336770Mxxxxxx
116
Cutlass S holiday coupe 336870Mxxxxxx
1029
1352
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