It began as a trim package, developed its own roofline, and rose during the mid-1970s to become not only the most popular Oldsmobile but the highest selling model in its class.

In 1988 Oldsmobile sought to capitalize on the brand equity of the Cutlass Supreme marque by replacing it with a downsized front-wheel drive model based on the General Motors W platform.

In addition to the new body style (also available on the midline F-85 Deluxe series), the Supreme featured a plusher interior that included a bench seat with armrest, full wheel covers and deluxe door panels among other items including "CS" emblems on the rear C-pillars and trunk lid.

Although smaller than the traditional domestic cars, "its deluxe interior makes it comparable with LTD, VIP, DPL, and Caprice.

The standard Supreme engine for both years was Oldsmobile's 330 cu in (5.4 L) "Ultra High Compression" Jetfire Rocket V8 rated at 320 hp (239 kW) with a four-barrel carburetor.

Also available on each of those three Supreme two-door models was "Turnpike Cruiser" option that included a 400 cubic-inch V8 with two-barrel carburetor and 300 hp (220 kW) rating along with a numerically lower rear axle and Turbo-Hydramatic transmission.

This ignition/steering wheel interlock, found on all 1969-model General Motors passenger cars, except for the Corvair, debuted one year before the federal government mandated it on all 1970 models.

For 1970, the Cutlass Supreme nameplate was switched to Oldsmobile's equivalent of the downsized Pontiac Grand Prix on the A-body, to give the division an entry in the burgeoning market for smaller personal luxury cars.

As such, the two-door hardtop had a new notchback roofline, while lower trim-line Cutlass coupes had a fastback style roof.

Unlike the Grand Prix and the also-related Chevrolet Monte Carlo, which had wholly separate bodies, longer wheelbases and different names from their less expensive siblings, the Supreme shared front and rear body parts with the standard Cutlass line and was always marketed as part of it.

The 1972 Hurst/Olds was based on the Supreme two-door hardtop and convertible, powered by both versions of the 455 Rocket offered on the 4-4-2, along with a Turbo 400 transmission with Hurst Dual/Gate shifter.

Concerns over proposed rollover standards caused many automakers to phase out their pillarless hardtops and convertibles throughout the 1970s, and the Cutlass was no exception.

The Cutlass line as a whole was America's best-selling car in 1976, helping Oldsmobile to become the only marque outside of Ford and Chevrolet to break one-million units sold.

In addition to the Colonnade hardtop coupe, the Cutlass Supreme was also offered in a four-door Colonnade sedan (with six-window styling and frameless door windows) as well as six-and-nine passenger station wagons - the wagons with the woodgrain exterior trim were marketed under the Vista Cruiser nameplate previously used on Oldsmobile's stretched-wheelbase station wagons with raised roof and skylights from 1964 to 1972 while the Cutlass Supreme Cruiser was offered with the same equipment and dimensions without the woodgrained appearance.

The Supreme Colonnade sedan was available in 1973 as the Cutlass Salon, which was an option package that included radial tires, upgraded suspension and reclining bucket seats upholstered in corduroy or vinyl trim along with color-keyed wheelcovers - designed as sort of a European-style luxury/touring sedan similar to the Pontiac Grand Am of the same period.

The 1973-74 energy crisis resulting from the Arab Oil Embargo led Oldsmobile to introduce two new smaller engines to the Cutlass line in 1975.

The Calais featured reclining Strato bucket seats, center console, sport steering wheel, full instrumentation, tuned suspension with front and rear sway bars, color-keyed wheelcovers, front grilles mimicking an ice cube tray (as opposed to the waterfall style used with the Cutlass Supreme) and more.

Around 2,499 Hurst/Olds were produced - all were powered with an Oldsmobile 5.7L (350 cubic-inch) Rocket V8 (not the diesel engine) sourced from the full-sized Delta 88 and Ninety Eight Regency.

In 1981, the Cutlass Supreme coupe received an aerodynamic restyle (with a "shovel-nose" front header panel), which, along with a higher rear deck, decreased air resistance by 15%.

It was this restyled body that (along with the Chevrolet Monte Carlo, Buick Regal, and Pontiac Grand Prix) ushered in the downsized cars into NASCAR cup competition.

Both featured chrome wheels, red striping and a high output Oldsmobile 307 V8 with 4 barrel carburetor, dual muffler exhausts and Hurst's then new three stick Lightning Rods shifter (the latter eventually becoming a magnet for thieves.)

It has the same exact 3.8-liter stock engine and 3-speed transmission, but has a divided front bench seat with individual controls and the choice of velour trim in five colors.

[5] The 2-door coupe (produced alongside the Chevrolet Monte Carlo at GM's Pontiac, Michigan plant) continued, until the new front-wheel drive version was released in December 1987.

Two high-performance variants were created, both using a high-output version of Oldsmobile's 5.0 L (307 CID) V8 engine: A front-wheel-drive Cutlass Supreme based on the GM10 platform (W-body) was introduced as a 2-door notchback coupe mid-year during the 1988 production run, while the final year of Cutlass Supreme RWD coupes were still being produced.

This new FWD model shared its 107.5 in (2,730 mm) wheelbase with the Pontiac Grand Prix, Buick Regal, and later Chevrolet Lumina.

This body style proved to be a winner for NASCAR competition and it visited the victory circle 13 times between 1989 and 1992, when Oldsmobile ended its racing program.

International Series models could be equipped with unique features such as quad bucket seats with dual center consoles, a driver information system and a heads-up display.

[citation needed] In 1988 the Indianapolis Motor Speedway chose Oldsmobile to pace “The Greatest Spectacle in Racing”, with retired United States Air Force General Chuck Yeager behind the wheel.

[9][10] Each was highly optioned, including the first-ever application of Heads Up Display in an American production vehicle developed by Hughes Electronics.

Realizing its incredible rarity and place in both GM/Oldsmobile and Indy 500 history, he drove less than 800 miles (1,300 km) over his many years of ownership.