Ford Torino

Most Torinos were very conventional cars, however Ford produced some high performance versions of Torino, which are classified as muscle cars. Ford also chose the Torino as the base for its NASCAR entrants, and it has a highly succesful racing hertiage.

1968 - 1969: The Upscale Fairlane

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 a new up level series, 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 is 1967 predecessor, 116" on 2 door and 4 door models, and a 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 featured a slightly concaved rear taillight panel, unique to that body style. The new fastback body style featured a gently sloped long roof line that extend 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.

The Fairlane/Torino continued to be constructed with unit-construction like the 1967 models. The new car also featured the same suspension, which was coil springs pivot mounted on an upper control arm and strut stabilized lower control arms in front, with long 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 were an option.

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 coupe, fastback 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 coupe and convertible, and a 4-door sedan and station wagon. Finally, the Torino GT, the sporty version of the Fairlane 500 series, included a 2 door coupe, fastback and convertible.

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 CID small block V8 with a 2 barrel carburetor. Optional engines included the 302-2V (for all models other than the GT), a 390 CID FE engine with a 2 barrel carburetor, and a 390-4V. Introduced on April 1, 1968, the 428 CID FE engine Cobra-Jet became available as an engine option, but due to it's mid year introduction these engines are very rare. The 428 Cobra-Jet was by far the most potent engine available, but was said to be under-rated at 335hp. The 427 CID FE engine was listed as an engine option for 1968 initially, but was removed from the list, and no Fairlanes or Torinos were actually produced with this engine. 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 featured 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 featured staggared rear shocks which help resist axle hop. GT's had 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. The Torino GT had excellent performance and handling, and although there were faster cars for 1968, the Torino GT was an excellent all around performance car.

Station wagons came in three different models, the Fairlane, Fairlane 500 and Torino Squire. All wagons came equipped with Ford's three-way tailgate, and were available with an optional rear facing third seat which increased the car's carrying capacity 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.

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 close 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 a aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on fastback models.

The number of models produced by Ford increase for 1969, from 14 to 16. All other models were the same as 1968, and the two new models were the Cobra fastback and Cobra 2-door hardtop. Most 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 Ford "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. For the purpose of this article, Torino Cobra will be used, as both Krause Publications and Auto Editors Consumer Guide, both considered to be authorities in automotive history, refer to the car as such.

The engine line-up was slightly revised for 1969. All models, except Torino GTs and Cobras, came standard with a 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 with out the Ram Air Induction package, however, those with Ram Air still carried the same advertised horsepower 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 of course the functional hood scoop. With Ram Air, 428 Cobra Jet emblems was placed on each side of the hood scoop; without Ram Air the emblems were on the front fender.

The 428 CJ was not the top engine choice for 1969, and 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 non-Ram Air, or the Ram Air 428-4V. Included with 428 SCJ were forged pistons, hardened steel cast crankshaft, stronger connecting rods, an engine oil cooler, and either a 3.91:1 or 4.30:1 with a Detroit Locker in the 9" rear axle. The Detroit Locker and the oil cooler were industry exclusives to Ford. This package did not change Ford's advertised horsepower rating of 335 hp.

The Torino Cobra was an exciting new car, and was a serious muscle car package. The Cobra came standard with a 428-4V CJ, competition suspension, four speed manual transmission and F70-14 tires. The car also included a blacked out grille, hood lock pins, and "Cobra" emblems. The Torino Cobra was Ford's response to the successful Plymouth Roadrunner, which was a high performance car at low cost. For this reason, the Torino Cobra had the lesser trim level of the Fairlane 500, to help keep costs low. The Torino GT unchanged from 1968, and continued to come standard with a 302-2V engine. Although the GT could easily be optioned to include all of the Cobra's features the GT was a more upscale vehicle, and had the more refined Torino trim. The GT also included more standard features, such as bucket seats and a console, while these were options on the Cobra.

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 fastback 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 could not 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.

1970 - 1971: The Torino Take Over

The 1970 model year brought about a completely new body for the Torino/Fairlane line. 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 gracefully 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 was quite extensive, initially featuring 13 models. The Torino now became the primary model and the Fairlane was a sub-series of Torino. The base model was the Fairlane 500, which was available in a 2-door hardtop, 4-door sedan, and a 4-door wagon. Next was the mid-level Torino, which was available as a 2-door and 4-door hardtop, and as a 4-door sedan and station wagon. The 4-door hardtop was new body style for the 1970 model year. 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; the 2-door hardtop was dropped for 1970. Finally, the top performance model, the Torino Cobra was available as a 2-door Sportsroof only.

Too add this extensive line-up, in mid year 1970, the Falcon name was adopted for a new entry-level intermediate. The Ford Falcon compact model sold poorly for 1970 with the introduction of the new Ford Maverick, and so the old Falcon was dropped, and the name was adopted by the intermediate line. The 1970 ½ 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 model that featured a pillared 2-door sedan. Also introduced mid-year was 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" in length, and now rode on a 117" wheelbase (station wagons used a 114" wheelbase). The wheel track was widened, to help the Torino improve it's 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 lbs for most models. The competition suspension and heavy duty suspension packages remained as options. The competition suspension package featured extra heavy duty front and rear springs (500 lbs per inch front, and 210 pounds 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 351-4V Cleveland, and the new 429-4V 385 Series V8 (standard on the Cobra models). The 429-4V was available in three different versions. The first was the 429 Thunder Jet, the standard engine for the Cobra, rated at 360hp. Next was the 429 CJ (Cobra Jet), rated at 370hp, which included a 2-bolt main block, hydraulic lifters, a 700 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, 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 429 SCJ was available with or without Ram Air induction, and also featured the Detroit Locker rear differential as part of the "Drag Pack". Ram Air induction did not change horsepower ratings and was also optional on the 351C-4V. The Ram Air option featured 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 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 around the driver, and the tachometer remained an option for V8 models. 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.

Torino Brougham models came standard with extra exterior and interior trim, finer upholsteries, wheel covers, unique emblems, and covered headlights. The headlight covers 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, the covers would flip up and out of the way to expose the quad headlamps. The headlight covers were an option on the Torino GT model. The Torino GT came standard with non-functional hood scoop moulded into the hood, GT emblems (including the centre of the grille), dual colour-keyed sport mirrors, full width tail lights (the centre portion was non-functional), 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 received F70-14s. A new option for the Torino GT was a reflective laser strip, which ran down the middle of the side of the Torino from the front fender to the door.

The Torino Cobra remained the no-nonsense pure performance model, and had a lower level of trim than the Torino GT. The Torino Cobras 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, competition suspension, 7" wide wheels, F70-14 tires with raised white letters, twist style exposed hood latches, and Cobra emblems. New options included Magnum 500 wheels and flat black "Sport Slats" for the rear window. Both of these options were also available on the Torino GT, although Sport Slats were only offer on Sportsroof models. 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 370hp 429CJ, C6 automatic and 3.50:1 rear axle, and it went 0 - 60 mph in 6.0 seconds while taking 14.5 seconds at 100 mph to go through the quarter mile. Motor Trend said "The weight obviously helped traction, as it was fairly easy to accelerate away from a standing start with only a modicum of wheelspin." Super Stock and Drag Illustrated tested a Torino Cobra equipped with the 375hp 429SCJ, C6 automatic, and 3.91 rear gears, and were able to run the quarter mile in 13.63 seconds at 105.9 mph.

With the success of the Torino Talladega from 1969, Dodge and Plymouth had developed the Dodge Charger Daytona, and the Plymouth Superbird that were even faster on the NASCAR circuit. So, for 1970, Ford planned to introduce another special version of the Torino, so that it could once again win at NASCAR. The result was the Ford Torino King Cobra. This car was a Torino Cobra that featured a special front end that radically changed the look while improving aerodynamics. All the front sheetmetal from the firewall forward was unique to this model. The King Cobra featured a radically sloped front end with dual headlamps located in sugar scoop shaped cut-outs in the front fenders, similar in appearance to the Datsun 240Z. Ford planned to offer covers for the headlight cutouts to NASCAR teams to improve aerodynamics even further. The King Cobra did not have a grille between the headlamps like other Torinos, rather it had a large opening below the front bumper, much like many modern cars. Parking lamps were located between the headlamps, moulded into the front fascia. King Cobras had a blacked out centre portion on the hood, and a side stripe similar to 1968-69 Torino GT's. Due to NASCAR changing the rules which increased the minimum number of street cars produced from 500 to 3000 for a vehicle to qualify at NASCAR, the Ford King Cobra never saw a NASCAR track. Only three cars were produced, and all had different engines. One was equipped with the Boss 429 engine, only offered otherwise in the Boss 429 Mustang, one had the 429SCJ, and one had a 429CJ.

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, 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 three way tailgate, while the power rear window and roof rack remained 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.

1971

The 1971 Torino was virtually identical, with only minor changes in trim and ornamentation; however, there was a shake-up in the performance department. The Cobra's standard engine was downgraded to the 351 Cleveland 4-barrel with the Cobra Jets optional. This may have been a response to the spiraling insurance rates on big-engine musclecars; during this time the formerly big-block Chevrolet Chevelle SS had a small-block 350 2-barrel as standard and the following year a 340 was optional in the Plymouth Road Runner. These two years were the only period when Ford produced intermediate four-door hardtops, although conventional sedans were also available. Torino wagons were offered as perk to top selling Tupperware saleswomen, and the Torino Squire was a leading intermediate wagon with a "3-way" tailgate and rear-facing seat.

1972 - 1976: The Gran Torino

For 1972, the Torino was all new from the ground up, with the biggest change being the switch to body-on-frame construction. The previous Torino and its predecessor, the Fairlane, featured unit-construction. The new frame 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, and computer selected coil spring suspension at all four corners. The front suspension used an unequal length control arm design, while the rear used a 4-link coil spring on a solid axle, replacing the 1971 model's leaf springs. Motor Trend stated the "road isolation and vibrational dampening is superb" in its test of a 1972 Gran Torino Brougham 4 door. In addition, front disc brakes now became standard on all Torinos, which no other American intermediate (other than the Mercury Montego) offered in 1972. Power brakes remained an option for sedans and coupes under 429 CID; they were standard on station wagons and all 429-powered models.

The number of models was greatly 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. All other body styles remained, including the fastback, which Ford continued to dub the "Sportsroof". "Torino" remained the base series, but the "Torino 500" was renamed "Gran Torino", the "Torino Brougham" was now 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 "formal-roof" hardtop and a 4 door hardtop; the Gran Torino Sport was available as a 2 door hardtop and Sportsroof. The station wagon line-up consisted of three models; the Torino wagon, the Gran Torino wagon, and the Gran Torino Squire. The "Cobra" model was discontinued, and the Torino line was refocused toward luxury and demphasized performance.

The other major change for Torino was separate wheelbases for both sedans and coupes. Starting in 1968, GM had begun to use a smaller wheelbase for its two door intermediates, and a larger 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" wheelbase for coupes and a 118" wheelbase for sedans, station wagons, and its sister vehicle the Ranchero. Like GM intermediates, the Torino sedan and coupe 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" length increase, while 2 doors only had a 1" increase in length. Interestingly, Torino sedans were only 1" longer, and 2 doors were actually 3" shorter than 1971 models. Weight increased significantly for 4 door and station wagon models, while 2 doors had a marginal increase in weight.

The new styling had many traits carried over from the previous generation. The 1972 Torino styling emphasised the long hood short deck as well as the coke bottle styling more than ever before. The most radical change was a large eggcrate grille in a oval opening on the 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 its quad round headlamps. The base model Torino's had a full width argent eggcrate grille, that surrounded the headlights. It also used a unique hood and front bumper. The front fenders were aggressively flared, and the rear fenderline swept up towards the roof, while the windshield featured a 60 degree rake. The A-pillars were much thinner, as was the roof, although the structural integrity remained the same. The rear featured a new full width bumper that incorporated thin rectangular tail lights into each end. Window glass remained frameless on this generation. For this year, vent windows vanished from four-door models and all Torinos came featured "DirectAire" ventilation. Torino's included new safety features, including new flush mount door handles, side door guard side rails, and a uni-lock seatbelt harness.

The base engine was the 250 CID 6-cylinder in all models except wagons and the Gran Torino Sport which had a 302 CID 2-barrel small-block V8 as standard. Available engines included the 302 2-barrel, a 351 CID "Windsor" or "Cleveland" 2-barrel, a 351 Cleveland 4-barrel "Cobra Jet" (CJ) engine, a 400 2 barrel, and one 385 series engine, the 429 4-barrel. The 400 was a new engine to the Torino line-up, and was part of the 335 series engine family. The optional 429 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 requirements and fuel economy requirements had begun to take their toll. The compression ratios on all Torino engines were dropped to about 8.5:1. These engines produced less power than their predecessors in 1971, although this was exaggerated due to the switch to SAE net BHP from the SAE gross figures used in 1971. With the only performance engine being the 351 CJ, performance was no longer at the "super car" levels of the old 429 Cobra Jet Torinos. The 351 4-barrel CJ was the only engine equipped with dual exhaust, and the only engine that permitted the optional 'Ram Air' induction that made the hood scoop functional. Additionally, it was the only engine that could be mated to the available four-speed transmission; 400s and 429s were automatic only. Performance with the 351 CJ was still good though, and Car and Driver tested a 351 CJ 4-speed Gran Torino Sport Fastback to have a 0 - 60 mph time of 6.8 seconds.

Interior's 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 entered around the steering wheel, containing the speedometer (with trip odometer) and a tachometer. A third large pod on the left contained the DirectAire vent. The 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, featuring available high back buckets with integrated headrests, while the standard front bench seat also had an integrated headrest for both outboard seating positions. A unique upholstery option was Ford's "comfort weave" vinyl seats. 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, was also added to the line-up for 1972.

The Gran Torino Sport was offered in as a 2 door hardtop and a 2 door Sportsroof. All sport models featured a hood scoop, which was only functional with the optional (and very rare) "Ram Air" induction system. Also included with this model was twin colour-keyed racing mirrors, molded door panels (unique to the Sport model), body-side and wheel lip moldings, and F70-14 tires. A reflective laser stripe remained an option. It replaced the chrome side molding, and was available in four colours to match the exterior paint. For the enthusiast, the "Rallye Equipment Group" included the Instrumentation Group, Competition Suspension, G70-14 tires with raised white letters, and a Hurst shifter for the 4-speed models. The Rallye Equipment Group was available with the 351 CJ or the 429-4V in Gran Torino Sport models. 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 [Torino] to truly appreciate it." Torino's new and improved chassis and suspension design can be attributed to this improvement.

Torino wagons were much larger for 1972. Length increased by 2" for Torino models, and 6" for Gran Torino's. Wheelbase was up by 4", width increased by 3", and weight increased significantly. Torino station wagons could now carry a 4x8' sheet of plywood with the tailgate down, due to the large increase in the cargo area. Station wagons had a rated capacity of 83.5 cubic feet, nearing the capacity of some full-size wagons. An available rear facing third seat was available increasing the wagons capacity from 6 to 8 passengers. All station wagons featured a 3-way "Magic Doorgate", and a heavy duty frame. The Squire models came standard with simulated woodgrain panels, and a luggage rack. Torino wagons were often used to tow, but all Torino models could be equipped with an optional towing package. This included heavy-duty suspension, frame (standard on wagons), radiator and battery, along with a 3.25:1 axle and trailer wiring. This package allowed the Torino to tow up to 6000lbs.

Overall the 1972 Torino was a success with the public, and a total of 496,645 units were produced. Although there were no Torino Cobras, like in past years, the average Torino for the average consumer was a safer, quieter, better handling and better stopping car then in past years.

1973

For 1973 the Torino was for the most part unchanged from the 1972 model year. The most obvious change the 1973 model saw, was a new front fascia, required to meet new federal regulations. The new regulation mandated that all cars manufactured after September 1, 1972 must be able to take a 5-mph strike to the front without damaging safety related components such as headlamps and the fuel system. For 1973, rear bumpers only has a 2.5 mph requirement. The Torino's front end featured totally new sheet-metal from the firewall forward, with a blunt more squared-off fascia replacing the previous year's pointed prow. The new large square 5-mph energy absorbing bumper replaced the almost body-fitting chrome bumper used on the front of the 1972 Torino. The new larger bumpers caused all Torino models to increase in length by at least 1", and weight also increased by at least 100lbs for all models.

Separate grille designs were still maintained for Torino and Gran Torino models; they mimicked the '72s in design. The Gran Torino now had a more rectangular grill with the parking lamps horizontally placed in the grille, but the quad headlights were still surrounded with a chrome bezel. The Torino models had a full width grill that surrounded the headlamps, however, the parking lamps were located on the outer edge of the fascia. The leading edge of the hood was now squared off to follow the fascia's lines, and all models shared the same hood. The 1973 Torino maintained the rear bumper of the 1972 Torino, and incorporated minor changes to meet the 2.5-mph mandate. Rear bumpers now featured and impact strip and bumper gurads.

The model line-up for 1973 increased to 11 from the 9 models in 1972. The new models included the Gran Torino Brougham 4 door and 2 door hardtop. All other models remained the same. Bench seats for 1973 now featured low backs with separate head rests to increase rear visibility. The high back bucket seats were still available on the two door models. The hood release was moved to inside, for increased security. Radial tires were also a new option, and offered longer tread life and better road manners. The standard engine remained as the 250 CID I-6 for all models, except the Station Wagons and Sport which used the 302-2V. Engine options also remained the same, and power for all engines was about the same as 1972. The 351 CJ continued to be the only high performance engine, although Torino performance decreased again due to the weight increase. All models featured larger rear drum brakes for 1973.

The Gran Torino Sport now featured its own unique emblem, which it displayed in the grille and on the trunk lock cover. The laser strip was still an option but was revised to a slightly different shape, and ran higher along on the body side. The Gran Torino Sport no longer featured a hood scoop, and so the Ram Air induction was also gone. Other than the above changes, the Gran Torino Sport was unchanged from the 1972 model year, and continued to be offered as a 2 door hardtop and 2 door Sportsroof.

The Gran Torino Brougham model was available in a 2 door and 4 door hardtop. It featured the finest upholsteries in the Torino line-up, including nylon cloth fabrics and "leather like" vinyl. Standard equipment included a front bench seat with a fold down armrest, woodgrained trim on the instrument panel, deluxe steering wheel, electric clock, bright pedal pad trim, and a dual note horn.

1973 was another successful year for the Torino, with 496,581 units being sold. The public continued to respond well to the Torino, even with the stiff competition from GM's new for 1973 Colonnade intermediates. Torino in fact outsold its main competitor, the Chevrolet Chevelle, by over 168,000 units.

1974

The 1974 model year saw more revisions to the Torino line. Government regulations now required that the rear bumpers must also meet the 5-mph standard, so all Torinos had the rear bumper and tail lamp panel redesigned. The new rear bumpers were much larger, square shaped, and sat lower on the body. No longer was there a roll pan located below the bumper as on the 1972-73 models. The tail lights were now shorter, more square, and wrapped around the corner, which eliminated the need for rear side marker lights. The fuel filler neck moved to a position above the bumper, rather than below as on 72-73 models; it was now behind an access door in the centre of the tail light panel just below the trunk lock, rather than behind the licence plate. The front fascia for Gran Torinos was revised for 1974. The new grille was of similar shape to the 1973, but was divided into 8 equal sized vertical sections. The grille had a much finer mesh pattern, and now had the parking lamp lenses mounted vertically behind the outer sections of the grille. The front bumper was revised to be slightly more pointed. The bumper guards were moved more towards the centre of the bumper compared to 1973 models. Torino models carried on with the same front fascia as 1973, however its front bumpers were revised similarly to the Gran Torinos. Gran Torino Broughams featured a full width red lense across the rear, but the centre portion was non-functional.

Torino added several new options and features for 1974. Gran Torino two doors now were available with "opera windows", a popular option during the mid 1970's, while Brougham models had this as a standard feature. The Torino was becoming more luxury oriented and new luxury features were available. These included a leather wrapped steering wheel, split bench seat, an electric sunroof, and speed control with steering wheel controls. Gran Torinos had a new rear fender skirt option, to give the Torino a longer, lower look. The trim was revised on 1974 models; moldings now ran on the rocker panels instead of the lower doors. All 1974 Torinos featured the seat belt-interlock system, as mandated U.S. government. This short-lived safety system would be removed after the 1974 model year.

The Torino model line-up was the same as 1973, with two exceptions. The Gran Torino Sport no longer was available with the Sportsroof, and the new Gran Torino Elite was introduced. The Gran Torino Elite was developed by Ford to help respond to Chevrolet's ever popular Monte Carlo. The Elite, was designed as an entry level "personal luxury" vehicle, for those who couldn't afford a Thunderbird, and was in the same price range as the Monte Carlo. The Gran Torino Elite was described by Ford as " A totally new 2-door hardtop...with Thunderbird-inspired styling, sold engineering and personal luxury...plus mid-size economy." The Elite wasn't totally new, as Ford described, but it did have a number of unique features. The Elite had totally unique front sheet metal, with styling that was inspired by theThunderbird. The Elite had twin headlamps surrounded by chrome bezels, and the parking lamps were on the outer edges of the pointed front fenders. It had large rectangular grille, that arched across the front, and a unique hood ornament. The quarter panels and doors were shared with the Mercury Montego and Mercury Cougar and did not have the sweeping body line like other Torinos. The tail light panel also featured larger tail lights that appeared to run the full width of the car. The centre section was not actually functional, but made to appear like a tail light lense. The Elite came standard with a 351-2V V8 engine, automatic transmission, and radial tires. It also featured standard luxury items such as a vinyl roof, opera windows, split bench seat, Westminster cloth upholstery, woodgrain trim, and complete instrumentation.

Torinos were now even larger and heavier than ever before. The new bumpers added significant weight and inches to the Torino. All body styles were approximately 5" longer, and weight was increased significantly. With all Torinos gaining weight and inches, the 250 CID I-6 was no longer the base engine for any Torino. All Torinos and Gran Torinos now came with the 302-2V as the base engine, and the 3 speed manual remained the standard transmission. The Gran Torino Elite featured the 351-2V and automatic as its standard drivetrain. The 429-4V was replaced with a new 460-4V which put out slightly more horsepower and torque. Like the 429, the 460 was available with the automatic transmission only. All other engines remained at similar power levels to 1973. The 351 CJ remained the only performance engine (it produced more horsepower than the 460-4V), and was still available with the 4 speed, however this engine was still limited to 2 door models. The tide had turned against performance cars especially since the Oil Crisis in the fall of 1973. Accordingly, 1974 was the last year for the 351 Cobra Jet and the four-speed transmission.

The Gran Torino Sport was only a shadow of its former self for 1974. With the Sportsroof model discontinued, Sport models were often difficult to distinguish from Gran Torino 2-doors. To add insult to injury, the Sport was even available with optional fender skirts, while opera windows were available on vinyl-roofed cars. The Sport continued to have its unique emblems displayed on the grille, the C-pillar on non-opera windowed models, and the fuel filler door. "Sport" script was on the C-pillar, but was placed below the "Gran Torino" nameplate on the fenders when opera windows were ordered. The laser stripe was no longer available, but a lower body multi-coloured non-reflective stripe was an option. The Sport no longer featured a unique interior with molded door panels, and used the same vinyl door panel of the other Gran Torinos(the "Gran Torino" script was replaced with "Sport"). The instrument package was now a standard feature on Sports, as were radial ply tires, although the new tires were 78 series vs. 70 series used in 1973. Bucket seats remained an option, but now were a low back design with separate head rests. At extra cost, Sport door panels and seats could be highlighted with coloured stripes. Performance was even more lackluster for 1974 models, with horsepower down and weight up. The 1974 Sport was now almost 400 lbs. heavier than 1972.

Torino had another successful year in 1974, and continued to be ever popular. Ford produced 426,086 units, including 96,604 Gran Torino Elites.

1975

For the 1975 model year, the Ford Torino received a number of minor improvements, but was for the most part unchanged. The model line-up received only one change; the Gran Torino Elite was no longer part of the Torino line-up. The Elite was now an independent model, and marketed simply as the Ford Elite. All Torinos featured solid state ignition systems for 1975, which improved starting performance and fuel economy, while reducing maintenance costs. Radial tires, another fuel saving feature, were a new standard feature for all Torinos. Power steering and power brakes were new standard features for all models. Torino featured a new steering wheel design for 1975, and added a "Fuel Sentry Vacuum Gauge" to the option list.

The 1975 model year saw almost no changes to the exterior styling. The only significant change was that Torino models now adopted the Gran Torino front end. The grille and front fascia was unchanged for the Gran Torino. Torino's weight continued to climb, even though the exterior dimensions were unchanged from 1974.

The Federal Clean Air Act, caused Ford to install catalytic converters for 1975 to help meet new emission standards. The converter significantly reduced the power output of the engines due to increased back pressure. In response, Ford changed the base engine on all Torino's to the 351-2V engine. With this change, the 3-speed manual transmission was no longer available, and the automatic transmission became standard. Power for all engines, except the 460, was significantly reduced compared to 1974, and with the weight increase, fuel economy and performance continued to decrease. The 400-2V and the 460-4V remained the only engine options, as the 351-4V was no longer available.

The 351 Cleveland was no longer produced after 1974. The new 351M joined the line-up, although the 351W continued to be used along side. The 351M used the 400's tall deck block, and shared its connecting rods and intake manifold, so more parts were shared than between the 400 and 351C saving Ford production costs. The 351M and 351W had no appreciable power output difference.

The Gran Torino Sport was still available, and remained virtually unchanged from the 1974 model. The Gran Torino Sport continued to remain almost indistinguishable from a conventional Gran Torino, and customers responded with a lack on interest. 1975 was by far the least popular year for this model, and only 5,126 units were produced.

Sales for Torino's dropped off significantly from the 1974 model year. With the Elite now a separate model, Torino lost a large portion of its sales. Ford produced only 195,110 Torino's for 1975. Even with the addition of the 123,372 Elite's produced for 1975, total output was 318,482 which was still significantly lower than 1974. Sales decreases were likely due to the increased demand for smaller economical cars, while Ford's new sensibly sized Granada likely also stole sales from Torino. The Ford Granada was classed as a compact by Ford, but actually had dimensions close to that of a late 1960's Ford Torino.