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Oldsmobile Toronado
1966 Oldsmobile Toronado
Overview
Manufacturer	Oldsmobile (General Motors)
Production	1965–1992
Model years	1966–1992
Assembly	Lansing, Michigan, U.S.
Body and chassis
Class	Full-size personal luxury car
Body style	2-door coupe
Platform	E-body
Related	Cadillac Eldorado Buick Riviera

The Oldsmobile Toronado is a personal luxury car produced by the Oldsmobile division of General Motors from 1966 to 1992.

Designed to compete with the Ford Thunderbird and GM's own Buick Riviera, the Toronado is historically significant as the first US-produced front-wheel drive automobile since the demise of the Cord in 1937

The Toronado placed third in the 1966 European Car of the Year contest, a distinction no other American car has achieved before or since, and won the 1966 Motor Trend Car of the Year award in the U.S.

It used the GM E platform introduced by the rear-wheel drive Riviera in 1963 and adopted a year later with the front-wheel drive Cadillac Eldorado. Although each had quite different styling, the threesome shared the E platform for most of the Toronado's 28-year history.

First generation (1966–1970)

First generation
1967 Oldsmobile Toronado
Overview
Production	1965–1970
Model years	1966–1970
Layout	Longitudinal front-engine, front-wheel drive
Powertrain
Engine	425 cu in (7.0 L) 385 hp (287 kW) Rocket V8 455 cu in (7.5 L) Rocket V8
Transmission	3-speed TH-425 automatic
Dimensions
Wheelbase	119.0 in (3,023 mm)
Length	211 in (5,359 mm) (1966–67) 211.6 in (5,375 mm) (1968) 214.8 in (5,456 mm) (1969–1970)
Width	78.5 in (1,994 mm)
Height	52.8 in (1,341 mm)
Curb weight	4,496 lb (2,039 kg)

The original Toronado began as a design painting by Oldsmobile stylist David North in 1962. His design, dubbed the "Flame Red Car", was for a compact sports/personal car never intended for production. A few weeks after the design was finished, however, Oldsmobile division was informed it would be permitted to build a personal car in the Riviera/Thunderbird class for the 1966 model year, and North's design was selected. For production economy, the still-unnamed car was to share the so-called E-body shell with the redesigned 1966 Buick Riviera, which was substantially bigger than North had envisioned. Despite the efforts of Oldsmobile and General Motors styling chief Bill Mitchell to put the car on the smaller A-body intermediate, they were overruled for cost reasons.

Oldsmobile had been working on front-wheel drive since 1958, a project shepherded by engineer John Beltz (who originated the 4-4-2 and would later become head of the division). Although initially envisioned for the smaller F-85 line, its cost and experimental nature pushed the program towards a larger, more expensive car. Engineer F. J. Hooven of the Ford Motor Company, had patented a similar FWD layout, and Ford was seriously considering the design for the 1961 Ford Thunderbird. However, the time to develop and engineer such a design in such short notice made this a doubtful proposition.

The unusual Toronado powertrain, which combined an engine and transmission into an engine bay no larger than a conventional rear-wheel drive car, was dubbed the Unitized Power Package (UPP). During its seven-year development, UPP components were driven over 1.5 million test miles to verify their strength and reliability. They proved so over-built the UPP was employed basically unchanged in the 1970s GMC motorhome.

The name "Toronado" was chosen for the new model, which has no linguistic meaning and was originally invented for a 1963 Chevrolet show car.

As debuted, the innovative Toronado featured such GM developments as the:

• Heavy-duty Turbo-Hydramatic 400 three-speed automatic transmission (named THM425 in FWD form)
• Rochester Quadrajet four-barrel carburetor
• Spherical shaped exhaust-manifold flange gaskets, which provided freedom of movement in the exhaust system and prevented leaks
• "Draft-Free" ventilation system, which reduced wind noise considerably by eliminating conventional front-door vent windows

Firestone also designed an 8.85" x 15" tire especially for the Toronado called the TFD (Toronado-Front-Drive) tire. It had a stiffer sidewall than normal, and the tread and stylishly thin white pin-stripe were also unique.

To power the car, Oldsmobile engineers selected a conventional, although performance-boosted, Olds 425 cu in (7 L) Super Rocket V8 rated at 385 hp (287 kW) and 475 ft·lb (644 N·m) of torque. It provided an increase of 10 hp (7.5 kW) over the Starfire 425, and an increase of 20 hp (15 kW) over the standard 425 engine in the Ninety-Eight. The Toronado's intake manifold was unique and was depressed down to allow for engine hood clearance.

The Turbo-Hydramatic heavy-duty three-speed automatic transmission became available during development of the Toronado. Called the TH425 in FWD form, the transmission's torque converter was separated from its planetary gearset, with the torque converter driving the gearset through a 2 in (51 mm) wide silent chain-drive called Hy-Vo, riding on two 7.5 in (19 cm) sprockets. The Hy-Vo chain drive was developed by GM's Hydra-Matic Division and Morse Chain Division of Borg-Warner. The chains were made from a very strong hardened steel and required no tensioners or idler pulleys because they were pre-stretched on a special machine at the factory. Although the rotation direction of the transmission's gearing had to be reversed, a large number of components were shared with the conventional TH400. Use of the automatic also obviated the need to devise a workable manual-shift linkage; no manual transmission was ever contemplated, as engineers deemed performance to be adequate with the automatic transmission and because virtually all U.S.-built luxury cars during this period came with automatic transmissions as standard equipment. With this, the 0–60 mph (0–97 km/h) time was clocked in 9.5 seconds.

The Toronado was GM's first subframe automobile, which means it was partly unitized, and used a subframe that ended at the forward end of the rear suspension leaf springs, serving as an attachment point for the springs. It carried the powertrain, front suspension and floorpan, allowing greater isolation of road and engine harshness (the design was conceptually similar to the Chevrolet Camaro and Pontiac Firebird that would debut for 1967).

For space reasons, Oldsmobile adopted torsion bars for the Toronado's front suspension (the first GM passenger car application of torsion bars in the US, although the European Opel and Vauxhall divisions had already used torsion bars in the 1930s and 1940s), with conventional, unequal-length double wishbones. Rear suspension was a simple beam axle on single leaf springs, unusual only in having dual shock absorbers, one vertical, one horizontal (allowing it to act as a radius rod to control wheel movement).

Brakes were hydraulically-operated 11 in (279 mm) drums, which were generally considered the Toronado's weak link. Being a rather heavy car, after several panic stops, the brake drums would overheat, resulting in considerable fade and long stopping distances. The 1967 addition of vented front disc brakes as an option provided substantial improvement.

The Toronado's UPP enabled the interior to have a completely flat floor, but interior space (primarily rear seat headroom) was somewhat restricted by the fastback styling.

As with many coupes, the Toronado featured elongated doors to allow easier access for passengers entering the rear seats. Door-latch handles were even duplicated at the rear of each door enabling passengers to open the doors without having to reach over or around the front seat; this feature was also available on the other two E-bodies, continuing until 1980 on the Eldorado.

Options included headrests ($52) and a tilt-telescopic steering column.

Drivers faced a highly stylized steering wheel with a double-delta shaped horn ring which framed the view of an unusual "slot-machine" speedometer, which consisted of a stationary horizontal "needle" and a vertically rotating black drum on which the numerals were printed in white. The numerals descended behind the needle as the vehicle gained speed. All other gauges, indicators and controls were grouped within fairly easy reach of the driver.

Despite an average test-weight approaching 5,000 lb (2,268 kg), published performance test data shows the 1966 Toronado was capable of accelerating from 0–60 mph (0–97 km/h) in 7.5 seconds, and through the standing 1/4 mile (~400 m) in 16.4 seconds at 93 mph (150 km/h).^[1] It was also capable of a maximum speed of 135 mph (217 km/h).^[2] Testers found the Toronado's handling, despite its noticeable front weight bias and consequent understeer, was not substantially different from other full-size American cars when driven under normal conditions. In fact, many contemporary testers felt that the Toronado was more poised and responsive than other cars, and when pushed to the limits, exhibited superior handling characteristics, although it was essentially incapable of terminal oversteer.

The Toronado sold reasonably well at introduction, with 40,963 produced for 1966. Some television commercials featured former NASA Project Mercury public affairs officer John "Shorty" Powers, Oldsmobile's primary commercial spokesperson of the era, along with racing legend Bobby Unser driving the vehicle and commenting favorably on the Toronado's handling. [3] The car also gained great publicity for the division by winning several leading automotive awards, such as Motor Trend's Car of the Year Award and Car Life's Award for Engineering Excellence. It also was a third-place finisher in the European Car of the Year competition.

Sales for the 1967 model, which was most notably distinguished by a slight facelift, the addition of optional disc brakes, and a slightly softer ride, dropped by nearly half, to 22,062. A stereo tape player was optional. It would be 1971 before the Toronado would match its first-year sales mark.

In 1967, Cadillac adopted its own version of the UPP for the Cadillac Eldorado, using the Cadillac V8 engine. The Eldorado also shared the basic E-body shell with the Toronado and Riviera, but its radically different styling meant that the three cars did not look at all similar.

The first-generation Toronado lasted with the usual annual facelifts through 1970. Other than the brakes, the major changes were the replacement of the original 425 cu in (7 L) V8 with the new 455 cu in (7.5 L) in 1968 that was rated at 375 hp (280 kW) in standard form or 400 hp (298 kW) with the W-34 option, revised rear quarter panels (with small fins to disguise the slope of the rear body in side view) in 1969, and the disappearance of hidden headlights and the introduction of squared wheel arch bulges in 1970. An ignition lock became standard in 1969.

Slight interior cosmetic changes were also implemented for each new model year, and a full-length center console with floor-mounted shifter was available as an extra-cost option with the Strato bucket seats from 1968 to 1970, though few Toronados were so ordered. The vast majority of customers went for the standard Strato bench seat to take full advantage of the flatter floor resulting from the front-drive layout; the lack of a "hump" in the floor made three-abreast seating more comfortable than in rear-drive cars, as the center passengers both front and rear did not have to sit with their legs in an awkward position.

The firmness of the suspension, and thus the quality of the ride, was gradually softened through the years as well, hinting at what Toronado eventually would become in 1971. Interestingly, a heavy-duty suspension was offered optionally on later first generation Toronados, which included the original torsion bar springs that were used on the 1966.

A special option code called W-34 was available on the 1968–70 Toronado. This option included a cold air induction system for the air cleaner, a special performance camshaft and a "GT" transmission calibrated for quick and firm up-shifts and better torque multiplication at 5 mph (8 km/h). Dual exhaust outlets similar to the 1966–67 model years with cutouts in the bumper were also included with W-34. The standard models did have dual exhaust systems, but only a single somewhat hidden outlet running from the muffler exiting rearward on the right side. For 1970 only, the W-34 option also included special "GT" badges on the exterior of the car. The W-34 Toronado was capable of 0–60 mph in 7.5 seconds and the standing 1/4 mile in 15.7 seconds at 89.8 mph (144.5 km/h).^[4]

Manufacturer's specifications

• Engine: 1966–67 - 425 cu in (7 L) OHV V8, 1968–70 - 455 cu in (7.5 L) OHV V8
• Power: 1966–67 - 385 hp (287 kW) @ 4800 rpm, 1968–70 - 375 hp (280 kW) @ 4400 rpm, 400 (298 kW) @ 5000 rpm with option code W-34
• Torque: 1966–67 – 475 ft·lb (644 N·m) @ 3200 rpm, 1968–70 – 510 ft·lb (690 N·m) @ 3000 rpm, 500 ft·lb (680 N·m) @ 3200 rpm with option code W-34
• Transmission: 3-speed automatic, Turbo-Hydramatic 425 (THM-425)
• Final drive ratio: 1966–67 - 3.21:1, 1968–70 - 3.07:1
• Wheelbase: 119 in (3,000 mm)
• Overall length: 1966–67 - 211 in (5,400 mm), 1968 - 211.6 in (5,370 mm), 1969–70 - 214.8 in (5,460 mm)
• Overall height: 52.8 in (1,340 mm)
• Overall width: 78.5 in (1,990 mm)
• Track, front/rear: 63.5 in (1,610 mm) / 63 in (1,600 mm)
• Weight, shipping/curb: 4,311 lb (1,955 kg)/ 4,496 lb (2,039 kg)
• Weight distribution, front/rear (%): 60.3/39.7

Variants

Jetway 707

During the late 1960s (1968–70), the only Oldsmobile professionally made into a limousine was the Toronado, known as the AQC Jetway 707. The 707 rode on six wheels. Between 52 and 150 were believed to have been built.

67 X

The 67 X (also Toronado 67X, Esso 67X) is a Canadian-built automobile, based on the Toronado, that was designed and manufactured by automobile customizer George Barris for Canada's Expo 67, where they were raffled off in a contest sponsored by Esso. Only four of these vehicles were ever made but they included swiveling seats, a sofa, and even a refrigeration unit, with an overall sleek-looking design. Commercials for this vehicle were aired in the Stanley Cup Playoffs final game between the Montreal Canadiens and Toronto Maple Leafs.

In April 2009, one of these cars came up for auction on eBay. Although in poor condition, it was advertised as the "project car of a lifetime".