The Ford Torino is an automobile that 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. 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 Fairlane name 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.
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.
First generation (1968–1969) 1968
For 1968, Ford redesigned its intermediate Fairlane line and introduced a new premium subseries model, the Torino. 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 drastically changed from the 1967 Fairlane models, resulting in growth in size and weight. 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 to meet the new 1968 requirements. 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 reflectors were located on the rear edge of the quarter panel.
A new addition for 1968 was the two-door fastback "SportsRoof" bodystyle. Similar to Mustang fastback models, it featured a gently sloped roof line that extended to the edge of the trunk lid and a unique concave taillamp panel. This new fastback body style gave the Fairlane and the Torino excellent aerodynamics that would later prove to be advantageous on the race track. This body style was a true two-door hardtop.
Ford had 14 different models in 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 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 formal(notchback) 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 the formal hardtop, the SportsRoof hardtop, and a convertible.
The 1968 Fairlane/Torino was constructed with unit-construction using the same platform as the 1966-67 models. The front suspension consisted of short/long control arms with coil springs mounted on an upper control arm and a strut stabilized lower control arm. Rear suspension consisted of long semi-elliptical leaf springs on a solid axle. 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.
All Torinos included full colour-keyed carpeting, additional exterior and interior trim over a Fairlane, and Torino crests on the 'C' pillar. The Torino GT's standard features included special name plaques and exterior trim, GT markings on wheel covers and courtesy lights on the inside door panels. Initial sales literature showed that bucket seats were standard equipment. However, due to a six-week UAW strike, the GT's standard seating was changed to a bench seat. The Torino GT was available with a GT handling suspension package, which included extra-heavy-duty springs and shocks, and a heavy-duty front anti-sway bar. Of note, when the 428 CJ engine was installed, the suspensions used the stiffest springs and largest front sway bar compared to other Torinos with the heavy-duty suspension. Four-speed equipped cars used staggered rear shocks which helped 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.
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 the most potent engine available for 1968, and is general believed to be under-rated at 335 hp (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 C4 Cruise-O-Matic automatic and four-speed manual transmissions were options.
According to contemporary reviews, when equipped properly the Torino GT offered a good 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 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."
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.
Source: Wikipedia
Petty's 1969 Torino Talladega
Last edited by Man of Steel; 12-18-2020 at 02:08 PM.
1969
The 1969 Fairlane/Torino saw some cosmetic changes, and there were quite a few performance oriented changes. Ford performed the typical minor styling adjustments, but overall the 1969 models were similar in appearance to the 1968 models. The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were restyled on non-fastback models to be similar to the 1969 Ford full-size cars. Fastbacks retained the 1968-style taillights and rear panel. 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. Some automotive literature list these models as "Torino Cobra", with the Cobra being a sub-series to the Torino. The Cobra has the same body code as a Fairlane 500, so some sources refer to these cars as the "Fairlane Cobra". Most of Ford's literature at the time only used the name "Cobra" without Torino or Fairlane attached. 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, only "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 carburetor.
The 428 CJ was no longer the top engine choice; superseded by the 428-4V Super Cobra Jet (SCJ). This engine was specifically designed for drag racing, and it was included with the "Drag Pack" option package. The Drag Pack option package could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V, and would transform either engine into a Super Cobra Jet. 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 in (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 Ford's attempt at making a muscle car package that focused on performance features. As a result, the Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires. The Cobra had a blacked out grille, hood lock pins, and "Cobra" emblems. A hood scoop was standard on Ram Air equipped Cobras, while a non-functional scoop was optional on other Cobras. 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, 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, according to the article, the elapsed time was likely hampered due to the car not being equipped with a tachometer. Road Test 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. 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 scoop was functional if the 428-4V and Ram Air induction options were 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 which 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.
Source: Wikipedia
Last edited by Man of Steel; 12-18-2020 at 02:19 PM.
Motorsport
The fastback roofline of the 1968-69 Ford Torinos provided a wind-cheating design that dominated NASCAR superspeedway racing. In 1969 Dodge responded with the Dodge Charger 500. This car was built with specific modifications to improve the aerodynamics of the car on the NASCAR track. In turn Ford added a special high-performance vehicle to its intermediate line-up, the Torino Talladega. This limited edition car was made specifically with NASCAR racing in mind and all of its modifications were to improve the aerodynamics of the Torino.
Torino Talladega
The Torino Talladega was equipped with unique front fascia that extended the length of the car by approximately 5 inches (127 mm). This front-end extension allowed Ford engineers to taper the front-end to reduce drag. 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 by 5 inches (127 mm) legally.
The Talladega came only in the SportsRoof body style and in three colours: Wimbledon White, Royal Maroon, and Presidential blue. All had 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. Talladegas were equipped with a cloth and vinyl bench seat, and used the Fairlane 500 body code like the 1969 Cobra. These cars could not be ordered with additional options, and only 743 Talladegas were produced.
The Talladega further improved Ford's success rate on the NASCAR track. Dodge and Plymouth responded with the even more radical 1969 Dodge Charger Daytona and the 1970 Plymouth Superbird which used pointed nose cones and "goalpost" tail wings. Meanwhile, for those racing teams using Fords in 1970, some kept their 1969 Torinos when the new curvaceous 1970 models proved to be slower on the NASCAR track due to its less aerodynamic design.
Source: Wikipedia
Last edited by Man of Steel; 12-18-2020 at 02:43 PM.
Reply With Quote
