Ford Torino 1968- 1976
The Ford Torino is an automobile which was produced by Ford for the North American market between 1968 and 1976.
It was a competitor in the intermediate market segment. The car was named after the city of Turin (Torino, in Italian), considered "the Italian Detroit". The Torino was initially an upscale variation of the intermediate sized Ford Fairlane, which Ford produced between 1955 and 1970. After 1968, the Fairlane name was retained for the base models with lower levels of trim than those models which wore the Torino name. During this time, the Torino was considered a subseries to the Fairlane. By 1970 Torino had become the primary name for Ford's intermediate, and the Fairlane was now a subseries of the Torino. In 1971 the Fairlanename was dropped altogether, and all Ford intermediates were called Torino. This name was one of several originally proposed for the Mustang while in development. The Torino was essentially a twin to the Mercury Montego line.
| Ford Torino | |
|---|---|
|
1970 Ford Torino Cobra SportsRoof |
|
| Overview | |
| Manufacturer | Ford |
| Production | 1968–1976 |
| Assembly | Atlanta, Georgia, United States Milpitas, California, United States Lorain, Ohio, United States Chicago, Illinois, United States Oakville, Ontario, Canada |
| Body and chassis | |
| Class | Intermediate |
| Layout | FR layout |
| Related | Mercury Montego |
| Chronology | |
| Predecessor | Ford Fairlane |
| Successor | Ford LTD II |
Most Torinos were conventional cars, and generally the most popular models were the 4-door sedans and 2-door hardtops. However, Ford produced some high-performance versions of the Torino by fitting them with large powerful engines, such as the 428 cu in (7.0 L) and 429 cu in (7.0 L) "Cobra-Jet" engines. These cars are classified as muscle cars. Ford also chose the Torino as the base for its NASCAR entrants, and it has a successful racing heritage.
1968–1969: The upscale Fairlane
1968
| 1968 Ford Fairlane/Torino | |
|---|---|
|
1968 Ford Torino Squire |
|
| Body and chassis | |
| Body style | 2-door hardtop 2-door fastback 2-door convertible 4-door sedan 4-door station wagon |
| Related | Ford Ranchero Mercury Comet Mercury Cyclone Mercury Montego |
| Powertrain | |
| Engine | 200 cu in (3.3 L) I6 289 cu in (4.7 L) Windsor V8 302 cu in (4.9 L) Windsor V8 390 cu in (6.4 L) FE V8 427 cu in (7.0 L) FE V8 428 cu in (7.0 L) FE V8 |
| Transmission | 3-speed manual 4-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 116.0 in (2,946 mm) 113.0 in (2,870 mm) (wagon) |
| Length | 201.0 in (5,105 mm) 203.9 in (5,179 mm) (wagon) |
| Width | 74.6 in (1,895 mm) |
| Height | =55 in (1,397 mm) |
| Curb weight | 2,932–3,514 lb (1,330–1,594 kg)* *Shipping weight |
In 1968 Ford Motor Company introduced its intermediate line with a new body and new styling. Along with the new body and styling came a new subseries in the Fairlane line, the Torino. The Fairlane name continued to be used for lower level models, and the Torino was considered a sub-series to the Fairlane during this time. The 1968 Fairlane and Torino used the same wheelbases as its 1967 predecessor: 116 in (2,946 mm) on 2- and 4-door models, and 113 in (2,870 mm) for station wagon models.
Styling was all new for the 1968 Fairlane/Torino, and it was drastically changed from the 1967 models. The new intermediate had grown in size and weight, and a new fastback model was added. The front fascia featured a full width recessed grille, with horizontal quad headlights placed at the outer edges. Horizontal dividing bars were featured in the grille depending on the model. Parking lights were placed at the outer edge of the front fenders and wrapped around the corner to also act as side marker lights (a new requirement in 1968). The body sides were smooth with one horizontal body crease running just below the beltline from front to back. The taillights were rectangular in shape and vertically situated in the rear panel above rear bumper. Reverse lights were located in the middle of the taillights, and small side marker lights were located on the rear edge of the quarter panel. Fastback models, which Ford called "SportsRoof," featured a slightly concaved rear taillight panel unique to that body style. The new SportsRoof body style featured a gently sloped long roof line that extended to the edge of the trunk lid. This new fastback body style gave the Fairlane and the Torino excellent aerodynamics that would later prove to be advantageous on the race track.
Ford had 14 different models for its intermediate line for 1968. The base model was the "Fairlane", which was available in a 2-door hardtop, a 4-door sedan, and a 4-door station wagon. Next was the mid level "Fairlane 500", which was available as a 2-door hardtop, 2-door fastback called SportsRoof, convertible, and a 4-door sedan and station wagon. This was followed by the top level "Torino" series, which consisted of a 2-door hardtop, a 4-door sedan, and the Squire station wagon that featured wood grained applique. Finally, the "Torino GT", the sporty version of the Fairlane 500 series, included a 2-door hardtop, SportsRoof, and a convertible.
The Fairlane/Torino continued to be constructed with unit-construction like the 1967 models. The new car continued to use the same suspension as 1967 models, which was coil springs pivot mounted on an upper control arm and a strut stabilized lower control arms in front, with long semi-elliptical leaf springs on a solid axle in rear. A heavy-duty suspension option was available for V8 powered cars, and included extra-heavy-duty springs and shocks. Steering was recirculating ball system, with power steering optional. All cars came standard with four-wheel drum brakes, although front disc brakes and power assist were options.
The interior on the Fairlane/Torino was all new for 1968. A new dashboard featured four equally sized round pods centred around the steering wheel. However, the pods did not contain a full set of gauges; rather an assortment of warning lights along with the speedometer and fuel gauge. The fuel gauge and temperature warning lights were in the first pod, a 120 mph (190 km/h) speedometer was located in the second pod from the left, alternator and oil pressure warning lights were in the third pod from the left and the fourth pod was blank. An optional tachometer was available, which would be located in the third pod, and an optional clock occupied the fourth pod. Ford offered many upholstery options, including a knitted vinyl option, called "comfortweave." This unique option allowed the vinyl to "breathe" unlike conventional vinyl, offering more comfort in hot weather. Conforming to U.S. safety standards, there was much padding inside the Torino's interior, which also featured shoulder belts for front outboard passengers on all cars built after December 31, 1967.
Ford had quite a variety of engine options for its intermediate line. All models other than the Torino GT came standard with a 200 cu in (3.3 L) six-cylinder engine. Torino GT models came standard with a 302 cu in (4.9 L)-2V small block V8 and this was also the base V8 engine optional on other models. Other available engines included a 390 cu in (6.4 L)-2V FE engine, 390 cu in (6.4 L)-4V FE engine and a 427 cu in (7.0 L)-4V FE engine. About one month within the beginning of the 1968 model year production, a six-week UAW strike against Ford occurred. This resulted in a cost cutting measure of making a 289 cu in (4.7 L)-2V small block V8 the base V8 engine and the standard engine on the Torino GT. Ford did not change any of its factory sales literature to reflect this change. While the 427 cu in (7.0 L)-4V FE engine was initially listed as an engine option for 1968 in factory literature, no Fairlanes or Torinos were actually produced with this engine during 1968. Introduced on April 1, 1968, the 428 cu in (7.0 L)-4V CJ (Cobra-Jet) FE engine became available as an engine option, but due to its mid-year introduction these engines are very rare. The 428-4V Cobra-Jet was by far the most potent engine available for 1968, but was said to be under-rated at 335 horsepower (250 kW). The cars equipped with the 428 Cobra Jets had emblems borrowed from the full-sized Fords (a red-and-chrome badge reading "428") mounted on the fenders behind the parking lamps. All models came standard with a three-speed manual transmission, while the Cruise-O-Matic automatic and four-speed manual transmissions were options.
The Torino model featured full colour-keyed carpeting, additional exterior and interior trim, and Torino crests on the 'C' pillar. The Torino GT's standard features included bucket seats and a console, special name plaques and exterior trim, GT markings on wheel covers, and courtesy lights on the inside door panels. The Torino GT was also available with a GT handling suspension package, which included extra-heavy-duty springs and shocks, and a heavy-duty front anti-sway bar. The Torinos equipped with the 428 CJ engines used stiffer springs and a larger front sway bar then other Torinos that had the heavy-duty suspension. Four-speed equipped cars had staggered rear shocks which help resist axle hop. GTs were available with a stripe option, which started as a 'C' shape at the edge of the front fender, and two body stripes extended the length of the car.
Although there were faster cars for 1968, the Torino GT when equipped properly offered an excellent combination of power and handling. In Car Life magazine's test of a 1968 Torino GT SportsRoof equipped with a 390-4V, C-6, and 3.25:1 axle, they recorded a 0 - 60 mph (97 km/h) time of 7.7 seconds, and the quarter-mile (402 m) dragstrip time of 15.8 seconds at 90 mph (140 km/h). Motor Trend magazine wrote "Putting the car through quick and/or tight corners isn't a matter of practiced art - it's more like second nature for the GT" in their test of a 1968 Torino GT. Car and Driver magazine tested a 1968 Ford Torino GT equipped with the 428 CJ with Ram Air induction, C-6 Cruise-O-Matic, and 3.91:1 gears and recorded a quarter mile time of 14.2 seconds at 98.9 mph (159.2 km/h). Car and Driverwrote the Torino had "a 1-2 shift that broke the Wide-Ovals loose for at least a length. With a price tag of $306 for the Cobra-Jet option, Ford lovers have a reason to rejoice."
As previously mentioned, station wagons came in three different models: "Fairlane", "Fairlane 500", and "Torino Squire." All wagons came equipped with Ford's "Magic Doorgate" two-way tailgate, and were available with an optional rear-facing third seat which increased the car's carrying capacity from 6 to 8 people. Torino Squire models came standard with simulated woodgrain side panels, and had the more refined trim and upholstery of the Torino sedans. Unique station wagon options included a chrome roof rack and a power rear window.
1968 was a successful year for Torino with 172,083 units produced. Including Fairlane production, 371,787 cars were produced. The Torino was well received by the automotive press and a 1968 Torino GT convertible was selected as the 1968 Indianapolis 500 pace car.
1969
| 1969 Ford Fairlane/Torino | |
|---|---|
|
1969 Ford Torino GT Convertible |
|
| Body and chassis | |
| Body style | 2-door hardtop 2-door fastback 2-door convertible 4-door sedan 4-door station wagon |
| Related | Ford Torino Talladega Ford Ranchero Mercury Comet Mercury Cyclone Mercury Montego |
| Powertrain | |
| Engine | 250 cu in (4.1 L) I6 302 cu in (4.9 L) Windsor V8 351 cu in (5.8 L) Windsor V8 390 cu in (6.4 L) FE V8 428 cu in (7.0 L) FE V8 |
| Transmission | 3/4-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 116.0 in (2,946 mm) 113.0 in (2,870 mm) (wagon) |
| Length | 201.0 in (5,105 mm) 203.9 in (5,179 mm) (wagon) 206 in (5,232 mm) (Talladega) |
| Width | 74.6 in (1,895 mm) |
| Curb weight | 3,010–3,556 lb (1,365–1,613 kg)* *Shipping weight |
The 1969 Fairlane/Torino saw few cosmetic changes, but there were quite a few performance oriented changes. Ford performed the typical minor styling adjustments, but overall the 1969 models were similar to the 1968 models. The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were more square in shape than the 1968 units. All models above the Fairlane, had an aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on SportsRoof models.
The number of models produced by Ford increased for 1969, from 14 to 16. All carryover models were the same as 1968, with the two new models being the "Cobra" 2-door SportsRoof and 2-door hardtop. Most automotive literature list these models as "Torino Cobra", with the Cobra being a sub-series to the Torino, although there is some debate about the true name of the vehicle. Most of Ford's literature at the time only used the name "Cobra" without Torino or Fairlane attached. However, the Cobra has the same body code as a Fairlane 500, so some refer to these cars as the "Fairlane Cobra". The car itself did not have any Fairlane or Torino nameplates on its exterior or interior, although 1969 NASCAR entrants were labeled "Torino Cobras." For the purpose of this article, "Cobra" will be used, as Ford marketed the car as such in 1969 without Fairlane or Torino attached.
The engine line-up was slightly revised for 1969. All models, except Torino GTs and Cobras, came standard with a new larger 250 cu in (4.1 L) I-6 engine. The larger displacement produced more power and torque than the 200 cu in (3.3 L) engine. Optional engines included the 302 cu in (4.9 L)-2V (standard on GTs), the new for 1969 351 cu in (5.8 L)-2V Windsor, 351-4V Windsor, 390 cu in (6.4 L)-4V, and the 428 cu in (7.0 L)-4V Cobra Jet (standard on Cobras). The 428 CJ was available with or without the Ram Air Induction package, however, those with Ram Air still carried the same advertised power rating. The 428 CJ without Ram Air, came with the following items: 80-ampere heavy-duty battery, 3.25:1 open differential, heavy-duty cooling package, 55-ampere alternator, chrome valve covers and dual exhaust. The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop. With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender. The 428 Cobra Jet had a 735 cfm Holley four-barrel carburator.
The 428 CJ was no longer the top engine choice; the ultimate engine option was the 428-4V Super Cobra Jet (SCJ). This engine was specifically designed for drag racing, and the option package was referred to as the "Drag Pack." This engine option could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V. Included with 428 SCJ were cast pistons, a nodular controlled cast-iron crankshaft casting 1UA or 1UA B with an external weight on the snout behind the balancer, 427 (LeMans) capscrew connecting rods, an engine oil cooler, and either a 9 inches (230 mm) rear axle with 3.91:1 gears and a Traction-Lock limited slip or 4.30:1 gears with a Detroit Locker. The Detroit Locker and the oil cooler were industry exclusives to Ford. This package did not change Ford's advertised power rating of 335 hp (250 kW).
The Cobra was an exciting new car, and was a serious muscle car package. The Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires. The car also included a blacked out grille, hood lock pins, and "Cobra" emblems. Early Cobras had a large "Cobra" decal on the front fenders, but this was later replaced with a metal emblem. The Cobra was Ford's response to the successful Plymouth Road Runner, which was a high-performance car at low cost. For this reason, the Cobra had the lesser trim level of the Fairlane 500 to help keep costs low. Road Testmagazine wrote the "big engine and whopping torque get the Cobra Jet off the line with smoking tires" in their test of a 1969 Cobra with the Ram Air 428 CJ, four-speed manual, and 3.50 gears. They obtained a 15.07 seconds at 95.74 mph (154.08 km/h) quarter mile run, however this was likely hampered due to the car not being equipped with a tachometer. They also reported difficulty with the factory shifter and stated "we would have liked a Hurst shifter, and might have bettered our times with one."
The Torino GT was relatively unchanged from 1968, and continued to come standard with a 302-2V engine. The grille received minor updates, including revised divider bars and the GT emblem moved to the lower left corner of the grille. The 'C' stripe was revised, and now ran in straight lines, rather than following the body line like in 1968. All 1969 Torino GT's came equipped a non-functional fibreglass hood scoop that had turn signal indicators at the rear of the scoop (this was optional on non-Ram Air Cobras). This scoop became functional if the 428-4V with Ram Air induction was specified. The hood scoop could also be deleted from the GT for a credit. Although the Torino GT could be optioned to include all of the Cobra's performance features, the GT was a more upscale vehicle and had the more deluxe Torino trim.
Ford added one more special high-performance vehicle to its intermediate line-up, the Torino Talladega. See the NASCAR Inspired Torinos section for a detailed information on this model.
Ford Torino production decreased for 1969, and a total of 129,054 units were produced. Including Fairlane production, 366,911 cars were produced, slightly down from the 1968 numbers. Torino GTs were the majority of Torinos produced, accounting for 81,822 units produced. Ford did not provide separate production number for the Cobra.
1970–1971: New Torino
1970
| 1970 Ford Fairlane/Torino | |
|---|---|
|
1970 Ford Torino SportsRoof |
|
| Body and chassis | |
| Body style | 2-door sedan 2-door hardtop 2-door fastback 2-door convertible 4-door sedan 4-door hardtop 4-door station wagon |
| Related | Ford Ranchero Mercury Comet Mercury Cyclone Mercury Montego |
| Powertrain | |
| Engine | 250 cu in (4.1 L) I6 302 cu in (4.9 L) Windsor V8 351 cu in (5.8 L) Windsor V8 351 cu in (5.8 L) Cleveland V8 429 cu in (7.0 L) 385 Series V8 |
| Transmission | 3-speed manual 4-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 117.0 in (2,972 mm) 114.0 in (2,896 mm) (wagon) |
| Length | 206.2 in (5,237 mm) 209.0 in (5,309 mm) (wagon) |
| Width | 76.4 in (1,941 mm) (4-door) 76.7 in (1,948 mm) (2-door) 75.4 in (1,915 mm) (wagon) |
| Curb weight | 3,116–3,774 lb (1,413–1,712 kg)* *Shipping weight |
For 1970, the Torino now became the primary model and the Fairlane was a sub-series of Torino. Ford moved away from emulating the boxy lines of the full-size Fords to a completely new body for the 1970 Torino/Fairlane line influenced by coke bottle styling. Just as tailfins were influenced by jet aircraft of the 1950s, stylists such as Ford stylist Bill Shenk who designed the 1970 Ford Torino were inspired by supersonic aircraft with narrow waists and bulging forward and rear fuselages needed to reach supersonic speeds (see Area rule).
The new car featured a more prominent long hood short deck styling, and was longer lower and wider than the 1969 models. The roofline was lower, while all models now featured a much less formal roof line than previous years. The windshield rake was increased, and the SportsRoof models had an even flatter fastback roofline. The overall styling appeared much more aerodynamic than years previous, and featured a pointed front end. The grille covered the full width of the front fascia, and surrounded the quad headlights. The front fender line extended to front door, sloping downward and gradually disappearing in the quarter panel. Both front and rear bumpers were slim tight fitting chromed units, that carefully followed the body lines. The taillights were situated in the rear panel above the bumper, and were now long rectangular units with rounded outer edges.
The model line-up for 1970 initially featured 13 models. The base model was the "Fairlane 500", which was available in a 2-door hardtop, 4-door sedan, and 4-door wagon. Next was the mid-level "Torino", which was available as a 2-door and 4-door hardtop, and a 4-door sedan and station wagon. The 4-door pillarless hardtop was a new body style for the 1970 model year (Chevrolet introduced this body style for its intermediate Chevelle starting in 1966). The "Torino Brougham" was the top trim level, and was available as a 2-door and 4-door hardtop, and a 4-door station wagon. The sporty "Torino GT" was available as a 2-door SportsRoof and convertible. Finally, the top performance model, the "Torino Cobra" was available as a 2-door SportsRoof only.
To add to this extensive line-up, the Falcon name was adopted mid-year for a new entry-level intermediate. The Ford Falcon compact model continued for the first half of the 1970 model year, but was discontinued as it could not meet new federal standards that came into effect on January 1, 1970. At this time, the name was applied to the base trim level in the intermediate line. The 1970 1⁄2 Falcon was available as a 2-door and 4-door sedan, and 4-door station wagon. This was the lowest priced intermediate, and had even less standard features than the Fairlane 500. The Falcon was the only intermediate that featured a rubber floor instead of carpet, and was the only series that featured a pillared 2-door sedan. Also introduced mid-year was a Torino 2-door Sportsroof model, which was marketed as a low price alternative to the GT. With the above mid-year additions, the Ford intermediate line-up consisted of 17 separate models.
The new body for 1970 added inches and pounds to the Torino. All cars grew by about 5-inch (127 mm) in length, and now rode on a 117-inch (2,972 mm) wheelbase (station wagons used a 114-inch (2,900 mm) wheelbase). The wheel track was widened , to help the Torino improve its road holding abilities. Although the track was widened, the suspension remained unchanged from the 1969 models. Weight was up for most models by at least 100 lb (45 kg). The competition suspension and heavy-duty suspension packages remained as options. The competition suspension package featured extra-heavy-duty front and rear springs (500 pounds (226.8 kg) per inch front, and 210 pounds (95.3 kg) per inch rear), Gabriel shocks (rear shocks staggered on 4-speed cars), and a large 0.95" front sway bar (0.75" standard on other suspensions). In a 1970 Motor Trend test of a Torino Cobra, Motor Trend described the competition suspension as "completely different: The car goes through tight turns in a confidence-inspiring controlled slide. It's all very smooth and unusual."
The engine line-up received major changes, and only the 250 CID I-6, 302-2V and the 351W-2V were carried over from 1969. Most models continued to feature the 250 CID I-6 as the standard engine. Optional engines included the 302-2V (standard on GT and Brougham models), 351W-2V, the new 351 Cleveland available with a 2- or 4-barrel carburetor, and the new 429-4V 385 Series V8 (standard on the Cobra models). It should be noted that selecting the 351-2V on the option list could have resulted in the buyer receiving either the 351W-2V or the 351C-2V; both shared the same power rating and VIN code. The 429-4V was available in three different versions. The first was the 429 Thunder Jet, the standard engine for the Cobra, rated at 360 hp (270 kW). Next was the 429 CJ (Cobra Jet), rated at 370 hp (280 kW), which included a 2-bolt main block, hydraulic lifters, a 700 CFM Holley or 715 CFM Rochester Quadrajet carburetor, and was available with or without Ram Air. The top 429 option was the 429 SCJ (Super Cobra Jet), rated a 375 hp (280 kW), and was part of the "Drag Pack" option. Selecting the "Drag Pack" option turned a 429 CJ into a 429 SCJ. The drag pack required either the 3.91:1 or the 4.30:1 axle ratio, and included a 4-bolt main engine block, forged pistons, 780 CFM Holley carburetor, engine oil cooler, and a solid lifter cam. The "Detroit Locker" rear differential was included when the 4.30:1 axle was ordered while the "Traction-Lock" limited-slip differential was included with the 3.91:1 axle. The 429 SCJ was available with or without Ram Air induction, both versions sharing the same power ratings. Ram Air induction was also optional on the 351C-4V. The Ram Air option was revised to include a new "shaker hood" where the scoop was attached to the top of the air cleaner assembly, and protruded through a hole in the hood. The 'shaker' nickname came from the fact that it vibrated, or shook, when the engine was running. A 3-speed transmission was standard on all models except the Cobra. The Cruise-O-Matic and 4-speed transmissions remained options.
Interiors on the Torino were all new for 1970. The dashboard featured a linear style speedometer centered on the driver, and a new "ribbon" style tachometer was an option for V8 models. A temperature gauge was the only available gauge; oil pressure and electrics were monitored with warning lights only. High back bucket seats were available for all 2-door models, as was an optional console; the GT model no longer had the former as standard features. All 2-door hardtop, SportsRoof and convertible models featured "DirectAire" ventilation systems as a standard feature, which eliminated the need for side vent windows. The 2-door sedan, 4-doors and station wagons still had vent windows, and the "DirectAire" system was an option for these models. The ignition switch was moved from the instrument panel to the steering column, in compliance with Federal regulations. The steering wheel and column-mounted shifter now locked when the key was removed.
Torino Brougham models came standard with extra exterior and interior trim, finer upholsteries, wheel covers, unique emblems, extra sound insulation and "Hideaway" headlights. "Hideaway" headlights were headlight covers that were styled to look like the grille of the vehicle extended across the front end without any headlights at all. When the lights were turned on, vacuum actuators would flip the covers up and out of the way to expose the quad headlamps. Motor Trend wrote that "when you get into a Brougham, it's the same feeling as an LTD, or even, dare we say it, a Continental. But in a more manageable scale." Motor Trend gave accolades to the 1970 Torino Brougham 2-door for its quiet interior that only allowed "the muffled thump of freeway expansion-joints intrude."
The Torino GT came standard with non-functional hood scoop molded into the hood, GT emblems (including the centre of the grille), dual colour-keyed sport mirrors, full width tail lights with a honeycomb effect (the centre portion was non-functional but reflective), black decklid appliques (SportsRoof only), and hub caps with wheel trim rings. Standard tires for the GT were E70-14 fibreglass belted tires, while convertibles wore F70-14s. New options for the Torino GT were a reflective laser stripe, which ran down the middle of the side of the Torino from the front fender to the door, and Hideaway headlamps. Motor Trend magazine tested a 1970 Torino GT SportsRoof with a 429 CJ, C-6 Automatic, and 3.50:1 gears, and obtained a 0 - 60 mph (97 km/h) time of 6.0 seconds, while the quarter mile took 14.4 seconds at 100.2 mph (161.3 km/h).
The Torino Cobra remained the no-nonsense pure performance model, and had a lower level of trim than the Torino GT. The Cobra was only available as a SportsRoof model, and came standard with a 4-speed close ratio transmission, Hurst shifter, competition suspension, flat black hood and grille, 7-inch-wide wheels, F70-14 tires with raised white letters, twist style exposed hood latches, and "Cobra" emblems. New options included 15-inch (380 mm) Magnum 500 wheels with F60-15 tires and flat black "Sport Slats" for the rear window. Both of these options were also available on the Torino GT. Performance was excellent with the new 429 engine even though the Torino was heavier for 1970. Motor trend tested a 1970 Torino Cobra equipped with the Ram Air 370 horsepower (280 kW) 429 CJ, C-6 automatic and 3.50:1 rear axle, and it went 0 - 60 mph (97 km/h) in 6.0 seconds while taking 14.5 seconds at 100 mph (160 km/h) to go through the quarter mile. Motor Trend wrote "The weight obviously helped traction, as it was fairly easy to accelerate away from a standing start with only a modicum of wheelspin." Motor Trend also tested a 1970 Cobra with a 429 SCJ, 4-speed and 3.91:1 gears, and resulted in a 5.8 second 0 - 60 mph (97 km/h) time, with a 13.99 second quarter mile at 101.0 mph (162.5 km/h). Super Stock and Drag Illustrated bested that time, in their test of a Torino Cobra equipped with the 375 hp 429 SCJ, C-6 automatic, and 3.91:1 rear gears. They were able to run the quarter mile in 13.63 seconds at 105.95 mph (170.51 km/h), however, this was after the carburetor had been modified (improved power valve, larger primary and secondary jets). Super Stock and Drag Illustrated then fitted a pair of slicks to the same Torino and ran a super quick 13.39 seconds at 106.96 mph (172.14 km/h).
Station wagon models for 1970 were offered initially in three different levels: the Fairlane 500 wagon, the Torino wagon, and the Torino Squire wagon. Mid-year 1970, the Falcon wagon became the new base station wagon. The sheetmetal on the station wagons was not changed as drastically as 2-door and 4-door models. The majority of the sheetmetal behind the front doors was carried over from the 1968-69 body style. As a result, the wagons appeared more upright and square than the sedans and coupes. The Torino Squire was the top level wagon and it featured simulated woodgrain sides, headlamp covers and a trim level similar to the Torino Brougham sedan. The Squire came standard with a 302-2V V8 engine, as well as power front disc brakes; other wagons had 4-wheel drums and the 250 CID I-6. All wagons still featured Ford's "Magic Doorgate" two-way tailgate, while the power rear window, rear-facing third seat and roof rack remained options. Ford offered a trailering towing package for all Torinos that would allow Torino to have a Class II tow rating (3,500 lb (1,588 kg)). This package included heavy-duty suspension, heavy-duty battery and alternator, extra cooling package, and power front disc brakes. The 351 cu in (5.8 L) or 429 cu in (7.0 L) engine, power steering and the Cruise-O-Matic transmission were required options.
Overall, 1970 was a successful year for Torino. It was a well received car by the automotive press and was selected as the Motor Trend Car of the Year for 1970. Motor Trend said the Torino was "Not really a car line in the old sense, but a system of specialty cars, each for a different use ... from luxury to performance." Ford produced 230,411 Torinos for 1970, along with 110,029 Fairlanes and 67,053 Falcons, for a total production of 407,493 units.
1971
| 1971 Ford Torino | |
|---|---|
|
1971 Ford Torino 500 2-Door Hardtop (hood scoop not original to this model) |
|
| Body and chassis | |
| Body style | 2-door hardtop 2-door fastback 2-door convertible 4-door sedan 4-door hardtop 4-door station wagon |
| Related | Ford Ranchero Mercury Cyclone Mercury Montego |
| Powertrain | |
| Engine | 250 cu in (4.1 L) I6 302 cu in (4.9 L) Windsor V8 351 cu in (5.8 L) Windsor V8 351 cu in (5.8 L) Cleveland V8 429 cu in (7.0 L) 385 Series V8 |
| Transmission | 3-speed manual 4-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 117.0 in (2,972 mm) 114.0 in (2,896 mm) (wagon) |
| Length | 206.2 in (5,237 mm) 209.0 in (5,309 mm) (wagon) |
| Width | 76.4 in (1,941 mm) (4-door) 76.7 in (1,948 mm) (2-door) 75.4 in (1,915 mm) (wagon) |
| Curb weight | 3,141–3,663 lb (1,425–1,662 kg)* *Shipping weight |
For the 1971 model year, Ford limited changes to its intermediate line to minor revisions. The biggest change for 1971 was the decision to drop the Fairlane name from the intermediate line-up all together; the Falcon name would also not return for 1971. The Torino line-up consisted of 14 models. The base model was now the "Torino", available as a 2-door hardtop, 4-door sedan and 4-door station wagon. Next was the mid-level "Torino 500", available as a 2-door hardtop and SportsRoof, 4-door sedan and hardtop and a 4-door station wagon. The top of the line Torino remained the "Torino Brougham", available as a 2-door and 4-door hardtop, while the "Torino Squire" remained the station wagon equivalent to the Brougham. The "Torino GT" was offered as a 2-door SportsRoof and convertible, while the "Torino Cobra" was still only available as a 2-door SportsRoof.
The styling was mostly unchanged for the 1971 models, save for minor revisions to trim and the grilles. The grilles on the 1971 Torinos now were divided by a vertical division in the centre of the grille for all models except the Cobra. The Cobra continued to use the same grille as used in 1970. A revised emblem was located on the vertical divider on the grille for all Torinos except the Cobra. The Torino 500, Brougham, Squire wagon and GT models had the Hideaway headlamp option available, which included a unique grille with a less prominent divider bar.
The engine line-up remained almost identical to the 1970 model year, with most models featuring the 250 CID I-6 as standard. Broughams, Squires and GTs continued to have the 302-2V as standard, while the Cobra was downgraded to a 351-4V as its standard engine. All engines, other than the 429s, saw a slight drop in compression, which also resulted in a drop in power ratings. High insurance rates for muscle cars, and increasing concerns for emission controls were likely the reason for Ford's changes to its engines. Other manufactures were following suit, including Torino's main competitor Chevrolet's Chevelle, which featured lower compression on all of its 1971 engines, while SS models had the 350 CID 2-barrel as its standard engine. Ram Air induction remained an option on the 351-4V, 429 CJ, and the 429 SCJ.
The Torino Brougham continued to be Torino's luxury oriented model. This model included Brougham ornamentation, additional trim, full wheel covers, additional sound proofing, and cloth trim. Hideaway headlamps were no longer standard, but remained an option for Brougham models. Motor Trend tested a 1971 Torino Brougham 4-door and stated "The cushioning and support was excellent. .. the upholstery was magnificent." The GT remained the sporty Torino and included dual colour keyed racing mirrors, GT identification, a non-functional hood scoop, hub caps and trim, rings, chrome trim on the foot pedals, full width taillights with the honeycomb effect, and E70-14 tires (F70-14 on convertibles).
The Torino Cobra included a 351-4V rated at 285 hp (213 kW), a 4-speed manual with a Hurst shifter, F70-14 tires Cobra emblems, competition suspension, hub caps, and a blacked out grille. A new option for Cobra models was the reflective laser stripe, which also remained an option for GT models. Although the high-performance 429 Cobra Jets were still rated at the same power as the 1970 models, Super Stock and Drag Illustrated had disappointing results from its test of a 1971 Torino Cobra. They tested a Cobra equipped with the 370 hp (280 kW) 429 CJ, C-6 automatic, 3.50:1 gears, and were only able to turn a best quarter mile time of about 15 seconds at 97 mph (156 km/h). The article states "this car would really respond to a good ignition system, a better intake manifold, a larger carburetor and a set of headers." Cars magazine had better luck with their test of a 1971 Torino Cobra equipped with the Ram Air 370 hp (280 kW) 429 CJ, C-6 automatic, and 3:50:1 gears. They went through the quarter mile in 14.5 seconds at 102 mph (164 km/h) in the 4,100 lb (1,900 kg) Torino. The former time was obtained after the Cars staff did some "proper tuning."
Production for 1971 was 326,463 units, slightly lower than 1970 Ford intermediate production. Only 1,613 Torino GT Convertibles and 3,054 Torino Cobras were produced for 1971.
1972–1976: Gran Torino
"Grand Torino" redirects here. For the Italian football team, see Grande Torino.
1972
| 1972 Ford Torino | |
|---|---|
|
1972 Ford Gran Torino Sport 2-Door SportsRoof |
|
| Body and chassis | |
| Body style | 2-door hardtop 2-door fastback 4-door sedan 5-door station wagon |
| Related | Ford Ranchero Mercury Cyclone Mercury Montego |
| Powertrain | |
| Engine | 250 cu in (4.1 L) I6 302 cu in (4.9 L) Windsor V8 351 cu in (5.8 L) Windsor V8 351 cu in (5.8 L) Cleveland V8 400 cu in (6.6 L) 335 series V8 429 cu in (7.0 L) 385 Series V8 |
| Transmission | 3-speed manual 4-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 114.0 in (2,896 mm) (2-door) 118.0 in (2,997 mm) (4-door, wagon) |
| Length | 203.7 in (5,174 mm)/207.3 in (5,265 mm) (2-door) 207.7 in (5,276 mm)/211.3 in (5,367 mm) (4-door) 211.6 in (5,375 mm)/215.1 in (5,464 mm) (wagon) |
| Width | 79.3 in (2,014 mm) 79.0 in (2,007 mm) (wagon) |
| Curb weight | 3,369–4,042 lb (1,528–1,833 kg)* *Shipping weight |
For 1972, the Torino was redesigned using many characteristics carried over from the previous generation. The 1972 Torino styling emphasized the "long hood short deck" look and had strong elements of coke bottle styling. The Torino line was also revised to be made up of basic models called "Torino" and more upscale models called "Gran Torinos." The most radical change was a large eggcrate grille in an oval opening on Gran Torinos. Tom McCahill, stated "the gaping grille looks a little like it was patterned after Namu, the killer whale", but also stated that the Torino had "kind of pleasing, no-nonsense styling." Gran Torinos had chrome bezels surrounding the headlamps on each side of the large oval grille. Base Torinos had a full width argent eggcrate grille that surrounded the headlights. Base Torinos also used a unique hood and front bumper differentiating it from the Gran Torino models. The Torino's front fenders were flared around the wheel opening and the rear quarter panel had strong character line extending to the rear bumper. The windshield had a more rakish 60-degree angle, while the A-pillars and roof were thinner. Even with this changes, structural integrity remained the same as 1971 models. The rear featured a full width bumper that incorporated thin rectangular tail lights into each bumper end. All Torinos had "DirectAire" ventilation as standard equipment resulting in vent windows vanishing from four-door and station wagon models. The Torino incorporated new safety features for 1972, including new flush mount door handles and side door guard rails.
The number of models was reduced from 14 models in 1971 to 9 in 1972. The convertible was discontinued, and the 4-door hardtops and sedans were replaced with 4-door "pillared hardtops." This was Ford's term for 4-door sedans with frameless door glass. All other body styles remained, including the fastback, which Ford continued to dub "SportsRoof". "Torino" remained the base series, but the mid-level Torino 500 was renamed "Gran Torino". The Torino Brougham was reduced to an option package for the Gran Torino, and Torino GT became "Gran Torino Sport." The Torino and Gran Torino were available as a 2-door hardtop and a 4-door sedan; the Gran Torino Sport was available as a 2-door hardtop and SportsRoof. The station wagon line-up consisted of three models: "Torino," "Gran Torino," and "Gran Torino Squire." The Cobra model was discontinued as the Torino line was refocused toward luxury and de-emphasized performance.
The biggest change for the Torino was the switch to body-on-frame construction from the unit-construction of the 1971 models. The new chassis was a perimeter design that was used to help give the Torino a quieter and more isolated ride. It featured an energy absorbing "S" shaped front end, torque boxes to isolate road shock, fourteen rubber body mounts and five solid cross members. The front suspension used an unequal length control arm design, with a computer selected coil spring mounted on the strut stabilized lower control arm, much like the fullsize Ford LTD. The rear used the "Stabul" four link suspension with a computer selected coil spring mounted on a solid axle. The new suspension and chassis had a wheel track at least 2 inches (51 mm) wider than the 1971 models. Motor Trend stated the "road isolation and vibrational dampening is superb" in its test of a 1972 Gran Torino Brougham 4-door. Ford offered two suspension options, the heavy-duty and competition suspension. The heavy-duty suspension included a larger front sway bar, and heavy-duty springs and shocks. Competition suspension, only available in two-door models, included the most heavy-duty springs and shocks, heavy duty rear upper control arms and bushings, a larger front sway bar, and the addition of a rear sway bar. This was the first year that a rear sway bar was offered in the Torino and was only available with competition and police suspension options. Front disc brakes became standard on all Torinos, which no other American intermediate (other than its sister car the Mercury Montego) offered in 1972, however, power brakes remained an option. The only exceptions were that power brakes were standard on the Gran Torino Squire station wagons and a mandatory option for all 429 cu in (7.0 L) powered models. The power steering was revised to be integral in the steering box, rather than the external booster style used in previous years. All Torinos used 14-inch wheels, while 15-inch wheels were used for exclusively by police and taxi models.
A significant change to Torino for 1972 was changing to separate wheelbases for 2-doors and 4-doors. Starting in 1968, GM had begun to use a shorter wheelbase for its 2-door intermediates, and a longer one for the 4-doors. This allowed for stylists to make fewer compromises when trying to turn a 2-door into a 4-door. Chrysler also followed suit in 1971, although its intermediate coupes and sedans didn't even share body panels. The 1972 Torino used a 114-inch (2,896 mm) wheelbase for 2-doors and a 118-inch (2,997 mm) wheelbase for 4-doors, station wagons, and its sister vehicle the Ranchero. Like GM intermediates, the Torino 2-door and 4-door still shared many body parts. Overall, the size and weight for Torino had increased for 1972, following the longer, lower, wider trend. Gran Torino sedans saw a 5-inch (127 mm) length increase, while 2-doors only had a 1-inch (25 mm) increase in length. Interestingly, base Torino sedans were only 1-inch (25 mm) longer, and 2-doors were actually 3-inch (76 mm) shorter than 1971 models. Weight increased significantly for 4-door and station wagon models, while 2-doors had a slight increase in weight.
The base engine was the 250 cu in (4.1 L) inline-six in all models except the Gran Torino Squire station wagon and the Gran Torino Sport which both had a 302-2V small-block V8 as standard. Available engines included the 302-2V, a 351-2V "Windsor" or "Cleveland", a 351C-4V "Cobra Jet" (CJ), a 400-2V, and a 429-4V. The 400-2V was a new engine to the Torino line-up, and was part of the 335 series engine family like the 351 Cleveland. The 429-4V was not a high-performance engine like the Cobra Jets of previous years; instead, it was a high torque, low revving engine. Emissions, low lead and fuel economy requirements had become more strict for 1972. To meet these requirements, compression ratios on all Torino engines were dropped to at least 8.5:1, and all engines ran on regular gasoline. These engines generally produced less power than their predecessors in 1971, although this was exaggerated due to the switch to the new SAE net bhp ratings from the SAE gross figures used in 1971. As a result, the figures are not directly comparable. All models came equipped with a three-speed manual transmission as a standard equipment. The Cruise-O-Matic remained optional, but was a mandatory option for the 351-2V, 400-2V and 429-4V. The 351-4V CJ required either the 4-speed or the Cruise-O-Matic as mandatory options.
With the only performance engine being the 351-4V CJ, performance was good but not at the "super car" levels of the 429 Cobra Jet Torinos. The 351-4V CJ was new for 1972 and offered a number of performance enhancing features not offered on the 1970–71 351C-4V. It included a special intake manifold, modified camshaft, special valve springs and dampers, a 750 CFM Motorcraft Carburetor, 4-bolt main bearing caps and 2.5-inch (63.5 mm) dual exhaust. The 351 CJ was the only engine equipped with dual exhaust and it was the only engine that could be mated to the available four-speed transmission. The Ram Air induction system was available, and could be equipped on 351 CJ and 429 powered cars. Performance from the 1972 351 CJ was competitive with the 1970-71 Torinos with the high compression 351-4V. Car and Driver tested a 351 CJ, 4-speed Gran Torino Sport SportsRoof with 3.50:1 gears to have a 0 - 60 mph (97 km/h) time of 6.8 seconds. Car and Driver did not publish its quarter mile times, but Cars magazine tested a Gran Torino Sport SportsRoof with a 351 CJ, C-6 automatic, and 3.50 gears to run though the quarter mile in 15.40 seconds.
Interiors were all new and featured a vastly improved instrument panel, that used ABS plastic for much of its construction. The standard instrument cluster featured five equally sized round pods and contained a speedometer, fuel gauge, and temperature gauge, along with various warning lights. The leftmost pod was a vent for the "DirectAire" ventilation system. A clock was optional with the standard instrument package. The "Instrumentation Group", available on all V8 models, featured two large round pods centered on the steering wheel, containing the speedometer (with trip odometer) and a tachometer. A third equal sized pod on the left contained the DirectAire vent. The instrument cluster featured an ammeter, fuel gauge, temperature gauge, oil pressure gauge and clock in set of smaller stacked pods near the centre of the instrument panel. The seats were also new for 1972, the standard front bench seat had an integrated headrest for both outboard seating positions featuring, while the available high back buckets also featured integrated headrests. Ford continued to offer "comfort weave" vinyl seats as an option. These seats had the centre portion upholstered with a knitted vinyl material that allowed the upholstery to "breathe" unlike conventional vinyl. An optional 6-way power bench seat, replaced the 4-way seat offered in 1971.
The Gran Torino Sport was offered in two body styles: A 2-door formal hardtop and a 2-door SportsRoof, also a hardtop. All Sport models featured an integrated hood scoop, which was only functional with the optional and rare Ram Air Induction system. Also included with this model was twin colour-keyed racing mirrors, moulded door panels unique to the Sport model, body-side and wheel lip moldings, and F70-14 tires (E70-14 on hardtop models). A revised full body length laser stripe remained an option. It replaced the chrome side molding, and was available in four colours to match the exterior paint. For the driving enthusiast, the "Rallye Equipment Group" included the Instrumentation Group, Competition Suspension, G70-14 tires with raised white letters, and a Hurst shifter for those equipped with the 4-speed. The Rallye Equipment Group was available the 351CJ-4V or the 429-4V exclusively. The Competition Suspension was highly regarded by Tom McCahill of Mechanix illustrated, as well as Motor Trend and Car and Driver as being less harsh than past Torino performance suspensions, while still offering excellent handling. Motor Trend described the suspension as "Unlike the super heavy-duty springs of years past, the folks at Ford have managed to produce superior ride control without harshness. It takes a ride in one to truly appreciate it." Torino's new and improved chassis and suspension design can be attributed to this improvement.
Torino wagons grew much larger in 1972. Length increased by 2-inch (51 mm) for Torino models, and 6-inch (152 mm) for Gran Torinos. Wheelbase was up by 4-inch (102 mm), width increased by 3-inch (76 mm), and weight increased significantly. The extra width allowed Torino station wagons to carry a 4×8' sheet of plywood flat in the cargo area with the tailgate down. Station wagons had a rated capacity of 83.5 cu ft (2,364 L), nearing the capacity of some full-size wagons. An available rear-facing third seat was available, increasing the wagon's capacity from 6 to 8 passengers. All station wagons had the 3-way "Magic Doorgate" featuring for the first time a tailgate that could be opened as a door with the rear window up. A heavy-duty frame was standard equipment for all wagons. The Squire models came standard with a luggage rack and simulated woodgrain panels that were slightly translucent, allowing some of the paint tint to show through.
Torino wagons were often used to tow, but all Torino models could be equipped with one of two optional towing packages. A medium-duty trailer package for Class II towing allowed towing up to 3,500 lb (1,600 kg). This package included heavy-duty suspension, the extra-cooling package, trailer towing identification sticker and wiring harness. This option group required the 351-2V or larger engine. A heavy-duty Class III package included heavy-duty suspension, heavy-duty frame (standard on wagons), extra cooling package, heavy-duty battery and alternator, along with a 3.25:1 axle and trailer wiring. This package allowed the Torino to tow up to 6,000 lb (2,700 kg) and required the 400-2V or larger engine and G78-14 or larger tires. Both towing packages listed an automatic transmission, power steering and brakes as mandatory options.
Overall, the 1972 Torino was a great success with the public and a total of 496,645 units were produced, making it the best-selling intermediate for 1972. This was the first time Ford had ever outsold the Chevrolet Chevelle since its 1964 introduction. The Torino on average was a safer, quieter, better handling and better stopping car than ever before. The automotive press responded well to the all new Torino, and it received many positive reviews. In addition, Consumer Guide selected the Torino as a "Best Buy" for 1972.
The 1972 Ford Gran Torino Sport SportsRoof was featured in the movie Gran Torino, directed by and starring Clint Eastwood.
1973
| 1973 Ford Torino | |
|---|---|
|
1973 Ford Gran Torino Sport |
|
| Body and chassis | |
| Body style | 2-door hardtop 2-door fastback 4-door sedan 4-door station wagon |
| Related | Ford Ranchero Mercury Montego |
| Powertrain | |
| Engine |
|
| Transmission | |
