Jetfire Revisited

With turbocharging now so common, it’s tempting to look at the Oldsmobile Jetfire and turbocharged Corvair as cars ahead of their time, and ask whether their early demise was a mistake.

In the short term, the turbocharged Corvair was probably the more prescient of the two, foreshadowing the host of modestly priced turbocharged four- and six-cylinder coupes that appeared in the eighties, many of which were almost as crude and just as peaky. That it didn’t survive that long was due more to the failure of the second-generation Corvair to effectively compete with the Mustang than with the merits of the turbocharged engine itself. Had the Corvair survived into the seventies, it’s not unlikely that a turbocharged version would have resurfaced eventually, even if it had been dropped for a time in the late sixties.

The second-generation (1965–1969) Chevrolet Corvair had a lovely shape and a vastly improved fully independent suspension, but neither did it much good against the new Ford Mustang, which quickly became the car to beat in the sporty compact market the Corvair Monza had previously dominated (and had to some extent created). Turbocharged Corsa hardtops like this one were rare. (Photo: “Chevrolet Corvair Corsa Turbo (1965)” by Steve Glover, which is licensed under a Creative Commons Attribution 2.0 Generic (CC BY 2.0) license)

Evaluating the F-85 Jetfire in this light is more difficult. In concept, the Jetfire wasn’t far removed from modern turbocharged cars — not high-performance models, but family cars and luxury sedans using turbochargers to make smaller engines do the work of larger ones. However, we don’t believe it would have ever really succeeded in that role. Its complex fluid injection system would likely have been an insuperable handicap even if it had worked flawlessly, and the obvious alternatives would either have been too costly or would have sacrificed too much performance for Oldsmobile to consider them worthwhile.

Was Oldsmobile wrong to drop the turbocharged engine rather than continuing to develop it? Perhaps, but in the early sixties, the factors have since driven the move to downsized turbocharged engines had only begun to emerge. California imposed the first automotive emissions requirements (for the recirculation of crankcase vapor) beginning with the 1963 model year, subsequently adding limits for hydrocarbon and carbon monoxide emissions that took effect three years after that, but the first federal emissions standards didn’t take effect until 1968, and those early standards (measured in parts per million or percentage of exhaust volume) didn’t necessarily favor smaller engines. Concern about carbon dioxide emissions did not enter the public consciousness until many years later, and as for fuel economy, even the most tight-fisted American consumers of this era had rather generous ideas of what constituted “good gas mileage.” Moreover, U.S. buyers, unlike their counterparts in many other markets, didn’t have (and still don’t have) any overriding financial reason to prefer smaller-displacement engines. In other words, Oldsmobile had no obvious reason to continue refining its turbocharger technology past the 1963 model year. The division’s normally aspirated cast iron V-8s better suited Oldsmobile’s contemporary priorities in nearly every respect, including fuel economy.

While this looks to be an authentic Jetfire badge (or at least a good replica), the blue car whose fender it adorns is an F-85 convertible; the F-85 Jetfire was never offered as a convertible. (Photo: “DSC00143” by Greg Gjerdingen, which is licensed under a Creative Commons Attribution 2.0 Generic (CC BY 2.0) license)

Although Oldsmobile didn’t try to revive the turbocharged Jetfire in the seventies, instead betting on its ill-fated diesel V-8 to boost its fleet average fuel economy, the turbocharged Buick V-6 could reasonably be regarded as a Jetfire successor. If it wasn’t exactly a direct descendant, the turbo V-6 did clearly take some worthwhile lessons from the earlier Oldsmobile and Chevrolet turbos, a rare example (like the V-6 itself) of GM promptly reviving a previously discarded innovation as soon as it had a stronger use case.

The 3.8 Turbo V-6 did not remain a Buick exclusive throughout its 11-year production life, finding its way into other makes and models like the Chevrolet Monte Carlo and Pontiac Firebird Trans Am, although it never approached the ubiquity of the normally aspirated Buick V-6. (Photo: General Motors LLC)

Thus, while the Jetfire was a failure in its own time and on its own terms — a technological novelty item, simultaneously over-elaborate and undercooked, and too expensive relative to its benefits — it was not an entirely Pyrrhic effort. Rather, it was an early, imperfect, slightly off-kilter rough draft of a more practical (if no less complicated) future.

AUTHOR’S NOTES

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