1994 Oldsmobile Cutlass Supreme Convertible For Sale15
General Motors introduced the Oldsmobile Cutlass for the 1961 model year as a trim level built on the compact F-85 unibody platform. The Cutlass would continue to be produced over four decades in various guises, finding its greatest success as an intermediate-sized body-on-frame configuration.
The Oldsmobile Cutlass would undergo a multitude of changes over the course of seven generations, eventually being dubbed the Oldsmobile Cutlass Supreme with the 1988 model year, as it was built on GM’s mid-size, front-wheel-drive platform. Beginning with the 1990 model year, and running through 1995, the Cutlass Supreme could be had as a two-door convertible.
Our feature 1994 Oldsmobile Cutlass Supreme convertible is finished in Bright Red over graphite gray leather. It is powered by an optional 3.4-liter DOHC V6 producing 210 horsepower and 215 pound feet of torque. Backing the V6 is a four-speed automatic transmission.
The Oldsmobile Cutlass Supreme’s Bright Red finish presents well at first glance, but closer inspection reveals some shortcomings. There is a ding in the passenger side door, and on the driver’s side door near the door handle there is a deep, sharp dent with missing paint. The front bumper shows some light road rash. The power-operated black vinyl convertible top appears to be in good shape, with no undue wrinkles or damage observed. Five-spoke alloy wheels are shod in 16-inch rubber. Four-wheel disc brakes take care of stopping duties.
Graphite Gray leather covers the Oldsmobile Cutlass Supreme’s four individual bucket seats. The driver’s side outside seat bolster shows a bit of wear from ingress and egress, but the other three show only minor creasing. There is some wear noted on the driver’s side door switch panel, a tear in the headliner and both sunvisors, and the power antenna is inoperable. The dashboard is filled with analog gauges, an AM/FM/cassette stereo, and automatic electronic climate control. The Cutlass Supreme is well equipped with a power-adjustable driver seat, front and rear center consoles, and power windows.
Under the Oldsmobile Cutlass Supreme’s hood, the engine bay appears to be nicely detailed. A service was performed in April of 2021 included oil change, coolant flush, and installation of a new radiator and fuel filter.
This 1994 Oldsmobile Cutlass Supreme convertible is currently up for grabs on auction site Bring a Trailer.
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Anybody remember the cowl shake these convertibles were known for? In 1988 they stopped production to seek a fix. They were good looking but poorly constructed.
The car in question is mine. There is no cowl shake thanks to the basket handle “roll bar” which ads to the structural rigidity. Comments about a 1988 model offer no relevance to the conversation.
This is the Cutlass that killed the Cutlass. The 1988 W bodies were one of several gigantic GM blunders in the 1980s that put them on the path to bankruptcy. It might’ve been different if they’d launched with the Twin Dual Cam instead of the weak 3.1 V6.
Having said all of that, this is a nice example of a W body Cutlass and they were handsomely designed.
I do agree this is one of the Cutlass that killed the name. The other two FWD models also damaged Name Equity to where it was destroyed.
While the W bodies were a step down there were also 101 other things that all contributed to the decline of GM into bankruptcy.
To be honest on the the twin cam the less of those they sold the better. Many forget all the issues that engine had back in the day. Dealers also were instructed to just replace engines as they had trouble working on them. This car needed a better engine but neither offered were the answer.
The W became a nice car once they worked out the things that just did not work.
Also whey the basket hoop helped stability it still did not eliminate the cowl shake. You just can’t remove that much of a unibody car and not create more flex. To be fail even the full frame Cutlass convertibles also had flex. Most would not let the doors open in they were on a rack.
What hurt in this era was GM’s move to FWD with nearly everything. Then with features and things that were not always that well sorted out. They all just became soul less cooperate platforms that really lost the spirit of each division.
I spoke to a retired Buick engineer and he said how they looked to the Motorcycle engines to learn how to make small compact high powered engines. He said we learned fast how far behind Buick was with the 3800 that was still based on a 60’s engine. He said then Ford came out with the Yamaha based SHO. He said they were lucky Ford did not continue with that direction.
The 3800 may be been “behind”, but, so what? It proved a highly adaptable engine, serving every function from constant speed stationary service like pumps and generators, all the way to some brutally powerful turbo- and supercharged variants for cars.
Through it all, it held together like very few engines ever have, even today.
In short it worked, and there was no need to replace it for the sake of replacing it.
Don’t lecture me on the 3800 as I have owned a number of SC and NA versions.
The problem is GM was like you and saw it as just good enough. The market is much more competitive and GM was nursing these engines along to save a buck.
Who knows if they had invested in more advanced engines the industry may not be going electric today.
It was not replacement for the sake of replacement it would have been replacement for the sake of advancement.
We could have said the same thing about side curtains in cars as they kept the rain out but with more advanced work we found better.
In their day, there were many “advanced” GM cars that lead a path to more advances. I’d say the Cosworth Vega was pretty far advanced but to expensive for the average Joe. The LQ1 DOHC 4 valve per cylinder FI in this Oldsmobile was pretty good stuff; in its day. Perfect? Are they ever? But like the Cosworth, you offer advanced and does the average consumer want to step up to the plate? No, not if it costs more. This LQ1 was $1,085 option package. That’s why average Joe bought the sub-par 3.1 liter V-6.
Track the path of the Fiero, same path as the W-body. Pretty much got it right in the final years.
This is a blast from the past, had this exact same car in college. Picked it up from an elder retired gentlemen who used it as a weekend cruiser. Took good care of it, ended up trading it in years later for nearly what we bought it for in 2006. Good times in that car and looked good too!
It had those really REALLY BAD headlights in a format that never caught on.
Good looking vehicle, from a much simpler time. Instant classic. Who could possibly need an 10″ touch screen when you have a casette player and open sky just for you
I had a white 1993, fully loaded. Drove it for 10 years. Spent most of the time in the garage. Really was a nice cruiser. Had the quad 6 that was a turd for power.
Sold $11,750.00 on BaT.
I still have mine-a’93-and I love it. A great looking car in red and charcoal gray, and the only true 4-seat convertible in it’s time if I remember correctly. I picked it up for $9500 in 2000 and will always consider it a steal.
BTW, I agree with Jeff-I never experienced cowl shake in this car, but there are issues… the brakes are undersized, and the doors are heavy on their hinges. The battery placement is a hassle and a half-especially frustrating because the car is a seasonal driver (battery removal). But so much fun and it still gets great comments from passersby!