Ford Torino Totally Explained

Everything about The Ford Torino totally explained

The Ford Torino was an intermediate car produced by the Ford Motor Company for the North American market between 1968 and 1976. It was initially an upscale version of the intermediate sized Ford Fairlane, which Ford produced between 1962 and 1970. After 1968 the Fairlane name was retained for the base models with lower levels of trim from those models which wore the Torino name. During this time, the Torino was considered a subseries to the Fairlane. By 1970 the Torino name had become the primary name for Ford's intermediate, and the Fairlane was now a subseries of the Torino. In 1971 the Fairlane name was dropped altogether and all Ford intermediates were called Torinos. Torino is Italian for the city of Turin, which is considered the Detroit of Italy. This name was one of several originally proposed for the Mustang while in development.
Most Torinos were conventional cars, and generally the most popular models were the 4-door sedans and 4-door hardtops. However, Ford produced some high performance versions of the Torino by fitting them with large powerful engines, such as the 428 CID and 429 CID "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 highly successful racing heritage.

1968 - 1969: The Upscale Fairlane

1968

In 1968 the Ford Motor Company introduced its intermediate line with a new body and new styling. Along with the new body and styling came the new upscale series 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" on 2 and 4-door models, and 113" 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 the 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, SportsRoof and 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 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 didn't 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 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 forth pod was blank. An optional tachometer was available, which would be located in the third pod, and an optional clock occupied the forth 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.
   Ford had quite a variety of engine options for its intermediate line. All models came standard with a 200 CID I-6 engine, except for the Torino GT models, which came standard with a 302-2V small block V8. Available engines included a 289-2V small block V8, a 302-2V (for all models other than the GT), a 390-2V FE engine, and a 390-4V FE engine. A 427-4V FE engine was initially listed as an engine option for 1968, but was later removed and no Fairlanes or Torinos were actually produced with this engine during 1968. Introduced on April 1, 1968, the 428-4V 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, but was said to be under-rated at 335 hp. 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 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. Four-speed equipped cars had staggered rear shocks which help resist axle hop. GTs were available with a unique 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 - time of 7.7 seconds, and the quarter mile time of 15.8 seconds at . 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 . Car and Driver wrote 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" three-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 upholstry of the Torino sedans. Unique station wagon options included a chrome roof rack and a power rear window.
   The Torino was a successful model for 1968, and 172,083 units were produced. Including the 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

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 very 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 increase for 1969, from 14 to 16. All other 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's 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 didn't 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 of 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 CID I-6 engine. The larger displacement produced more power and torque than the 200 CID engine. Optional engines included the 302-2V (standard on GTs), the new for 1969 351-2V Windsor, 351-4V Windsor, 390-4V, and the 428-4V 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 Amp Heavy Duty battery, 3.25:1 open differential, heavy duty cooling package, 55 Amp 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 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" 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 didn't change Ford's advertised power rating of .
   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 Test magazine 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, 4-speed and 3.50 gears. They obtained a 15.07 seconds at 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 relatively unchanged from 1968, and continued to come standard with a 302-2V engine. The grille received minor updates, including revised divider bars and a 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 easily be optioned to include all of the Cobra's performance features, the GT was a more upscale vehicle and had the more refined Torino trim. The Torino GT was marketed more towards the "luxury performance" market.
   Ford added one more special high performance vehicle to its intermediate line-up, the Torino Talladega. This special edition car was made specifically for NASCAR racing and was made in response to the aerodynamic Dodge Charger 500. The Torino Talladega featured a new front fascia, that extended the length of the car by approximately 5". This new front end extension, allowed Ford engineers to taper the front end to improve aerodynamics. The grille, which was normally recessed was made to be flush fitting, and the smoother rear bumper was reworked to fit the front. The rocker panels were rolled, which allow NASCAR teams to lower their race Talladegas 1" lower legally. The Talladega came only in the SportsRoof body style, and in three colours: Wimbledon White, Royal Maroon, and Presidential blue. All featured a flat black hood, and a unique beltline pin stripe. The Talladega came standard with a 428 CJ (non-Ram Air), C-6 Cruise-O-Matic, staggered rear shocks (normally reserved for 4-speed cars) and 3.25:1 open differential. The Talladega came standard with a cloth and vinyl bench seat, and interestingly enough also used the Fairlane 500 body code like the Cobra. Talladega's couldn't be ordered with additional options, and only 743 Talladega's were produced.
   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 didn't provide separate production number for the Cobra, so exact production numbers are unavailable for that model.
   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 wasn't 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" three-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 (3500 lb). This package included heavy duty suspension, heavy duty battery and alternator, extra cooling package, and power front disc brakes. The 351 CID or 429 CID engine, power steering and the Cruise-O-Matic transmission were required options.
   Overall, 1970 was a very 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. This would be the final year the Ford Torino. For the 1977 model year, Ford replaced the Torino with the Ford LTD II, created through a major restyle of the Torino sheetmetal. The Torino chassis continued to live on under the Ford LTD II, the Mercury Cougar, the Ford Ranchero and the Ford Thunderbird from 1977 to 1979.

Engine specifications

For fully detailed engine specifications for the Ford Torino, please see:

Popularity

Although muscle cars are at very high popularity today, the Ford Torino hasn't quite gained the status of many other cars from that era. The 1960s and 1970s Torino are nowhere near as popular with collectors as its contemporary competitors of the day. Today, a Chevrolet Chevelle or a Plymouth Road Runner, commands much greater popularity and value compared to a similarly equipped Torino. Among Ford Motor Company enthusiast the Torino is often the forgotten model and emphasis is generally put on the Mustang and earlier full-size Ford models.
There are some highly collectable and desirable Torinos that are very valuable today. The 1970-71 Torino Cobras, the 1969 Torino Talladega, the 1970 Super Cobra, the 1968-1971 Torino GT Convertibles, and the 1969 Cobras are all very valuable collectable muscle cars today. Other less desirable Torinos have made significant gains in value over the past decade due to the general increase in interest for cars from this era. The 1974-76 body style, which has generally had the least amount of collectable status, has made recent gains in popularity after the release of the hit movie Starsky & Hutch. As a result the value of the 1974-76 Torinos has risen, but it's still generally the least valuable of the Torino body styles; however, the limited edition Starsky & Hutch Torino made by Ford will likely be a valuable investment as it has a longtime cult following.(External Link

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The Torino is still a relatively rare car at classic car meets and muscle car conventions. One possible reason for the lack of popularity and the low numbers of Torinos in existence today is likely due to the Torino's durability issues that caused low survivability. Torinos had serious problems with chassis and body corrosion as well as having a less than perfect reliability record. In areas where severe winters exposed these cars to road salt, Torinos were reported to have severe rust problems within the first 5 years of ownership. To further worsen the corrosion problems, 1969-1973 Torinos were reported to have severe paint peeling problems. As a result of the above, Torinos had the lowest resale value of any of the American Intermediates in the 1970s used-car market.

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