It can be too easy to judge a book by its cover and to give cars like this 1966 Oldsmobile Jetstar 88 little more than a passing glance. To do so would be to do both yourself and this classic a disservice. Below that faded exterior and the surface corrosion hides a solid classic with the most potent and desirable drivetrain combination offered in that model year. It is a prime candidate for a restoration project, and a competent enthusiast could undertake most of the required tasks in a home workshop. Located in Denver, Colorado, the seller has listed the Olds for sale here on Barn Finds Classifieds. With an asking price of $8,500, this falls into the category of affordable project cars.
When it was shiny and new, this Jetstar 88 would have made a bold yet classy statement in Royal Blue. Time has taken its toll on the exterior, with much of that paint making way for a coating of surface corrosion. The buyer will face some work removing this corrosion, but it is a satisfying task that they could complete without the cost of professional assistance. What strikes me with this classic is that although it shows plenty of corrosion, there is no obvious penetrating rust. If this proves the case, the grinder and welder can remain safely hidden away in the cupboard. Most of the exterior trim looks like it would respond positively to some TLC with a high-quality polish. Once again, this task will consume more time than money, which is never a bad thing in any project build. With the glass looking free from problems, this project shows plenty of promise for potential buyers.
One aspect of this Olds requiring plenty of attention is its interior. The passage of time and harsh UV rays have exacted a heavy toll, with the vinyl upholstery and headliner well past their best. The seller indicates that the car is complete, but a retrim will be on the buyer’s agenda. Kits are available, but they will leave little change from $2,500. However, before potential buyers decide that the cost is too high, there are a couple of factors worth considering. The first is that any interior retrim represents a one-off expense, and a high-quality kit installed correctly should offer decades of service without requiring any attention. More importantly, interested parties should consider the potential value of this classic if restored to a high standard. The relative rarity of the drivetrain combination means that the Jetstar’s ultimate value could soar well beyond $30,000 once the buyer puts down the tools for the final time. When we consider what other tasks and expenses the buyer may face during this process, that figure should justify the cost of an interior retrim.
While the seller doesn’t supply any photos, they provide plenty of relevant information about this classic’s drivetrain configuration. In 1966, Oldsmobile offered three versions of their iconic 330ci V8 to Jetstar 88 buyers. This car’s original owner sought the best that money could buy, selecting the range-topping motor that pumped out 315hp. They backed the 330 with an M20 four-speed manual transmission to maximize performance potential. If they pointed this beauty at a ¼ mile, it would despatch the distance in 15.8 seconds before winding its way to 127mph. If the lack of rust has proven good news, the mechanical news ramps that up a notch or two. The seller indicates that not only does this Olds house its original drivetrain but that it runs and drives. That should prove a bonus when it comes to minimizing the cost of this project build, making this Jetstar 88 more tempting for a potential buyer intent on a DIY restoration project.
Some enthusiasts will hesitate to tackle a project build, particularly if the object of their desire requires countless hours of cutting and welding before it could be considered structurally sound. However, the next owner of this 1966 Oldsmobile Jetstar 88 Holiday Coupe won’t face such challenges. The company produced a mere 8,575 examples of the Jetstar 88 Holiday Coupe in 1966, making it a relatively rare beast. The drivetrain combination in this car increases that rarity factor while holding the promise of impressive performance when the vehicle returns to active duty. If you seek a project car that will stand out in a crowd, perhaps this Olds deserves a closer look.
I’m always curious in a project being sold like this that the seller could benefit greatly by just sanding down the body and spraying an epoxy primer on it. Suddenly with a unified color on the body, it will look so much better and likely increase the price value greatly.
But if you are just selling it as is, then you can leave that fun to the new owner.
I would be wary of buying a primer covered car as all the horrors that can be covered up that you can’t see in photos- at least this way you can see most of the warts
Now this is exactly the kind of car I like; an unusual 60s land yacht with stick shift. While it indeed is rare with the 4spd it also has limited appeal outside the inner circle of GM fullsize fans.
While I’m normally not the biggest fan of the patina look it has such an unmolested body and the surfaces here are just so nicely sun burnt that it could’ve been tempting to build a ‘Rusty Rocket’ havoc machine with a killer 425 in it and performance suspension+brakes. At least drive it like that until funds are piled up for a proper restoration
This is an unusual find, I’m not sure who, in 1966 would have ordered a full size Olds with a 4 speed. I think of my single uncle that had the ’65 Catalina( same market) and would never buy a stick, much less a 4 speed. Anyone with speed on their minds, would certainly have gone with the 442. If someone wanted a stick in one, I’m sure the column shift was still around, so there was a shred of sportiness in this buyer when new. We all complain about the lack of paint, but it will take a lot more than a paint job here. While the 4 speed is clearly the cheese nowadays, I wonder if anyone will tackle a restoration like this anymore. It was such a nice car, it deserves to be restored to new, and will cost a fortune ( whatever THAT is today), for sure.
Full size Olds with a 330 and then add the 4 speed. I am sure not too many were built, but then again why? Wouldn’t you be able to order the 400, it’s a big car. But that was the era of check the box.
The buyer of this one will most likely be upside down in terms of the value vs. cost of a restoration, but it was a nice car in its day. However, the comment that it had “the most potent and desirable drivetrain combination offered in that model year” is not accurate. The 425, even with the 3-speed Turbo HydraMatic, was a very impressive engine, and far superior to the 330/4-speed combination. Obviously, the 4-speed would be more fun to drive, so maybe the “desirable” part of the comment could be considered accurate, but certainly not the most potent.
My bachelor uncle Ed bought a 65 El Camino 327 4 speed. He loaned it to all us nephews & nieces to hot rod! My cousin still owns it.
First off it is a jetstar88. No 425 avalable in this car. That would be a dynamic or delta for the 425 to be avalable. Second it is not the normal m20 it is a pontiac long shaft m20 so not the same as the cutlass. Rare is the word! Made from figures I have heard around 50 cars have heard of more like 200 but can’t verify either figure. The car lot is a high end place with some serious price tags on other cars they are selling. Worth it ? Probably not in a retail aspect. But for those of us who love these big girls, it is a unatanium.
330 was by no means the top dog in a Jetstar 88…the Big Block Olds 425 was. If this was a 425/4-speed car it may be worth sinking some money into but, even then, it would be a labor of love. The aftermarket is not kind to these land yachts, even the cool ones.
At least the seller didn’t use the dreaded, overused “P” word.
I love this car. I have no intention of racing it so the 330 is fine and would sound nice. The 4 speed makes it all worth it. If I did it all myself, $8500 plus $2500 interior plus another $2500 paint. $13,500 for a great cruiser is well worth it.
“Jetstar 88” largest engine offering was indeed the 330. However Olds offered a “Jetstar I 88” that had the 425 as an available option. Confused yet?
I think that this car is very special, and appropriate for today. Nice lines, very rare, and the 330 would supply sufficient horsepower to make rowing the 4 speed fun, without being a gas guzzler.
1966 Jetstar 88 is a full-size 88 B-body, but put on a modified F85 A-body frame and driveline.
The 330, stick trans, and drum brakes are straight from the F85.
If it was not available on the F85, it was also not available on the J88.
Many replacement chassis parts are unique and rarely available.
Jetstar I (’64-’65 only) is the same full size B-body, but on a full-size frame and was intended as a cheaper Starfire.
The 425 was readily available, but stick was a rare special-order item because the full-size cars used a unique frame to accommodate the clutch linkage, and if my brain is still working correctly, ’65 was the last true full-size Olds available with stick.
I’m impressed. I didn’t know any of that stuff.
My father ordered a new ’66 442 as his commute-to-work car. Being 18 and using my God-given vast knowledge of everything automotive, I helped him spec it out. He paid full sticker.
He insisted on getting a front bench seat and an automatic on the column. Anyway, if I’d known there was a Jetstar I with a 425/370hp engine, I would have suggested it. The dealership salesmen were no help. They were absolutely clueless about performance options.
I think this Jetstar is seriously weird and grossly under-described. How would a buyer even know what options are there?
I’ve compared the ’65 and ’66 Olds brochures and it seems you’re correct on ’65 being the last year for 4spd in B-body. For ’65 it says:
‘New high-performance four speed fully-synchronized floor shift puts exciting action at your fingertips. Optional at extra cost on all models (except Starfire, no extra cost). Not available on Ninety-Eights’
However for ’66 fullsize there’s no mention of a 4spd available, not even a 3spd manual which I find strange as I was expecting Olds still offered it as base transmission. All I found about Jetstar88 transmission was:
‘And you can choose either Turbo Hydra-Matic or Jet-away’.
Three versions of the 330 are the only engines listed available for the ’66 Jetstar88.
Now, the question is then how the h… the featured car ended up with a 4spd?! Is it a 1-of-1 legit ‘unknown to mankind’ special order factory build? Considering the rarity of a ’65 fullsize Olds with manual transmission I’d find it hard to assume someone butchered a legit ’65 4spd just to create a ‘could’ve been’ ’66 4spd…? One can’t just go to any random boneyard and expect they have a ’65 manual donor car to sacrifice the necessary pieces for such a unique conversion? And would anyone even go through all that hassle to do an el cheapo Jetstar88 with such limited general appeal…?
A complete set of docs would be highly appreciated…!
I don’t know where you got the info about four speed not available in 1966, but this page from the 1966 Salesman’s SPECS booklet clearly shows RPO M20 as a $266.44 option on the J88 that year.
http://oldcarbrochures.org/United%20States/Oldsmobile/1966%20Oldsmobile/1966-Oldsmobile-Dealer-SPECS/1966_Oldsmobile_Dealer_SPECS-07.jpg
Joe; thanks for the update and also for reminding me of the oldcarbrochures site – I had completely forgotten about that site and it’s such a treasure trove of automotive sales literature.
While I own OE paper sales brochures covering the ’64+’65 Olds (simply because I like these years) I don’t have a such for ’66 so I compared to the brochure found on the classiccarcatalogue site. However that one doesn’t include a full option data sheet
The Jetstar 88 was Oldsmobile’s loss leader in the B-body line for the 1964-66 model years. Not only was it limited to the small block 330 and Jetaway two speed automatic, it also was the only Olds B-body to use the 8.2″ rear axle and 9.5″ drum braked from the A-body line. The J88 also used the smaller 5 x 4.75″ wheel bolt pattern, not the 5 x 5″ pattern used by the other Olds B-body cars. The Jetstar I (NOT “Jetstar I 88” was a lower-price version of the Starfire, with the big block engine, big brakes, and different roofline. Unfortunately the two are easily confused. And while I hate to play price cop, the asking price here is grossly optimistic. J88s are hard pressed to bring $20K in perfect condition, and it will take $30K to make this a $20K car. There are no interior kits for these cars at any price – I don’t know where that $2500 number came from, but it’s a fantasy. There are virtually no repro parts sold for the Olds full size cars. A few items (glass, door handles, some weatherstrip) are common with the same year Impala, but those are the only items available. No, the chassis, suspension, and brakes are completely different from those on the Chevy and none of those parts interchange. If you plan to build an Olds B-body, start with the nicest one you can afford. Ask my how I know…