Oldsmobile Toronado
From Wikipedia, the free encyclopedia
| Oldsmobile Toronado | |
|---|---|
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| Manufacturer | Oldsmobile |
| Parent company | General Motors |
| Production | 1966–1992 |
| Class | Full-size personal luxury car |
| Body style(s) | 2-door coupe |
| Layout | FF layout |
| Platform | E-body |
| Related | Buick Riviera Cadillac Eldorado |
- "Toronado" redirects here. For the guitar, see Fender Toronado. For the horse, see Toronado (Zorro horse).
The Toronado was a two-door coupe automobile produced by the Oldsmobile division of General Motors from 1966 to 1992. The name has no meaning, and was originally invented for a 1963 Chevrolet show car. Conceived as Oldsmobile's full-size personal luxury car and competing directly with the Ford Thunderbird and Buick Riviera, the Toronado is historically significant as the first front-wheel drive automobile produced in the United States since the demise of the Cord in 1937.
The Toronado was structurally related to the 1966 rear-wheel-drive Buick Riviera and the following year's Cadillac Eldorado, although each had quite different styling. The Toronado continued to share its E-body platform with the Riviera and Eldorado for most of its 28-year history. Buick Riviera did not switch to front-wheel drive until 1979 model year.
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[edit] First Generation, 1966–70
| First generation | |
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| Production | 1966-1970 |
| Engine(s) | 425 in³ Rocket V8 455 in³ Rocket V8 |
| Transmission(s) | 3-speed TH-425 automatic |
| Wheelbase | 119.0 in (3023 mm) |
| Length | 211 in (5359 mm) (1966-67) 211.6 in (5375 mm) (1968) 214.8 in (5456 mm) (1969-1970) |
| Width | 78.5 in (1994 mm) |
| Height | 52.8 in (1341 mm) |
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, and never intended for production. A few weeks after the design was finished, however, Oldsmobile division was informed that 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 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. Oldsmobile spent 7 years developing the Toronado. Prior to introduction to the consumer public, over a million and a half brutal test miles had been performed to verify the strength and reliability of the Toronado front-drive components. Obviously, Oldsmobile did not want anyone to experience problems with the new design. History has confirmed that the Toronado design was indeed heavily over-built. The GMC motorhome of the 1970s is testament to the fact, which used a basically unchanged Toronado-derived drivetrain.
Naming the Toronado was also an event in itself. Some other known names being considered during development are: Magnum, Scirocco, and Raven.
During its seven year development period, several General Motors innovations and designs came about because of the Toronado. Some of which are: Heavy-duty Turbo-Hydramatic 400 3-speed automatic transmission (425 in FWD form), Quadrajet 4-barrel carburetor, spherical shaped exhaust-manifold flange gaskets, which provided freedom of movement in the exhaust system, and prevented leaks, curved side glass, "Strato-bench" front bench seat (this also includes the "Strato-bucket" bucket seats), and the "Draft-Free" ventilation system, which reduced wind noise considerably by eliminating the conventional side vent windows.
Firestone also designed an 8.85" x 15" tire especially for the Toronado called the TFD tire, or Toronado-Front-Drive tire. It had a stiffer sidewall than normal and the tread and stylishly thin white pin-stripe were also unique.
The unusual Olds powertrain was dubbed the Unitized Power Package (UPP). It was designed to combine an engine and transmission into an engine bay no larger than a conventional rear-wheel drive car. The Toronado used a conventional, although performance-boosted Olds 425 in³ (7.0 L) Super Rocket V8 rated at 385 hp (287 kW) and 475 ft·lbf (644 Nm) of torque. It provided an increase of 10 hp (7 kW) on the Starfire 425, and an increase of 20 hp (15 kW) on 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 3-speed automatic transmission, (or THM400, TH400) came about 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" wide silent chain-drive called Hy-Vo, riding on two 12" 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.
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 following year's Chevrolet Camaro and Pontiac Firebird). For space reasons, Oldsmobile adopted torsion bars for its front suspension (the first GM passenger car application of torsion bars), 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 conventional drums of 11 inch (279 mm) diameter), which were generally considered the Toronado's weak link. The Toronado's UPP enabled the interior to have a completely flat floor, but interior space was somewhat restricted by the fastback styling. Although a two door coupe, the Toronado featured elongated doors, allowing easier access for passengers boarding the rear seating area. Even rear-mounted door latches were available optionally for back seat passenger comfort.
Despite an average test-weight approaching 5,000 lb (2,300 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 @ 93 mph (150 km/h). It was also capable of a maximum speed of 135 mph (217 km/h). 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 @ 89.8 mph (144.5 km/h).
However, the original Toronado was a little heavy for its brakes, and after several panic stops, the brake drums would overheat, resulting in considerable fade and long stopping distances. The addition of front vented disc brakes as an option in 1967 provided some improvement. Its handling, with noticeable front weight bias and consequent understeer, was not substantially different to other full-size American cars when driven under normal conditions. Many contemporary testers felt that the Toronado did feel more poised and responsive, and when pushed to the limits, exhibited superior handling characteristics to its full-size competition, although it was essentially incapable of terminal oversteer.
The Toronado sold reasonably well at introduction, 40,963 in 1966, and 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 1967, which was most notably distinguished by a slight facelift, the addition of optional disc brakes, and a slightly softer ride, dropped to 22,062, and did not match the initial sales again until 1971.
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.
During the 60's (1968), the only Oldsmobile professionally made into a limousine was the Toronado, known as the AQC Jetway 707. Between 1965 and 1975 Oldsmobile did however commission Cotner-Bevington to build professional cars (ambulances and hearses), using the larger Oldsmobile 98 chassis.
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 in³ (7.0 L) V8 with the new 455 in³ (7.5 L) in 1968 that was rated at 375 hp (280 kW) in standard form or 400 hp (300 kW) with the W-34 option, revised rear quarter panels (stylized fins) in 1969, and the disappearance of hidden headlights and the introduction of squared wheel arch bulges in 1970. Slight interior cosmetic changes were also implemented for each new 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 as 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 firmness of the suspension 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.
Manufacturer's Specifications
- Engine: 1966–67 - 425 in³ (7.0 L) OHV V8, 1968–70 - 455 in³ (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·lbf (644 N•m) @ 3200 rpm, 1968–70 - 510 ft·lbf (691 N•m) @ 3000 rpm, 500 ft·lbf (678 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: 119.0" (3023 mm)
- Overall length: 1966–67 - 211" (5359 mm), 1968 - 211.6" (5375 mm), 1969–70 - 214.8" (5456 mm)
- Overall height: 52.8" (1341 mm)
- Overall width: 78.5" (1994 mm)
- Track, front/rear: 63.5" (1613 mm) / 63.0" (1600 mm)
- Weight, shipping/curb: 4311/4,496 lb (1955/2039 kg)
- Weight distribution, front/rear (%): 60.3/39.7
[edit] Second Generation, 1971–78
| Second generation | |
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| Production | 1971-1978 |
| Engine(s) | 455 in³ Rocket V8 403 in³ Oldsmobile V8 |
| Transmission(s) | 3-speed TH-425 automatic |
| Wheelbase | 122 in (3099 mm) |
With radically different styling than the first generation, the Toronado had metamorphosed from a "GT"-style car into something more traditional and mundane in the luxury car field. It was now more similar to the Cadillac Eldorado than the Buick Riviera. However, the new styling, which included many cues found on the 1967–70 Cadillac Eldorado, attracted many new buyers and sales were up and on the rise.
All overall dimensions of the '71 Toronado were larger than previous models with wheelbase increased from 119 to 122 inches, only two inches less than the full-sized Delta 88. Also, the subframe design of first-generation Toronados was replaced by a separate body-on-frame similar to full-sized Delta 88 and Ninety-Eight models. The front torsion bar suspension was retained, but the multi-leaf springs in the rear were replaced by coil springs.
The 455 cubic-inch Rocket V8 was carried over from previous models as the standard Toronado engine. The introduction of the second-generation Toronado coincided with the implementation of a GM corporate edict that took effect with the 1971 models which required all engines to run on lower-octane regular leaded, low lead or unleaded gasoline to meet increasing more stringent Federal (and California) emission control regulations as a first step toward the introduction of catalytic converters in 1975 which would mandate the use of unleaded fuel—and also necessitated substantially lower compression ratios. The '71 Toronado's 455 cubic-inch V8 was rated at 350 horsepower (down from 375 in 1970) with a compression ratio of 8.5 to 1 (down from 10.5 to 1 in 1970). For 1972, the advertised horsepower rating for the 455 engine dropped to 250 thanks to a switch in horsepower measurements from the gross ratings in which power was measured by a dynometer with no accessories attached to "net" ratings which were measured as installed in a vehicle with all accessories and emissions equipment attached. By 1976, the last year for the 455 engine in the Toronado, the rating dropped to 215 net horses.
The second generation of 1971–78 is mainly noted for the early use of two safety features that are now universal standards. This body-style featured the first standard installation of high-mounted auxiliary brake lights, although a somewhat similar feature had appeared briefly as an option on the Ford Thunderbird in the late 1960s. Also, for 1974 through 1976 models, the Toronado was part of GM's first experimental production run of driver's-side airbags.
Styling/engineering highlights through the years included disc brakes with wear sensors for 1972, federally-mandated five-mile per hour front and rear bumpers in 1973 along with new vertical taillights, stand-up hood ornament and fixed rear side opera windows in 1974 and rectangular headlights in 1975.
During most of the Toronado's second-generation run, two interior trims were generally offered each year. The standard interior trim consisted of a choice of cloth or vinyl upholstery and a Custom Sport notchback bench seat with center armrest. An optional Brougham interior available in cloth, velour or vinyl trims included cut-pile carpeting, door-mounted courtesy lighting and a split 60/40 bench seat with armrest. From 1971 to 1973, the Toronado's "Command Center" wrap-around instrument panel was similar to other full-sized Oldsmobiles featuring a large squared speedometer directly in front of the driver, heating/air conditioning and lights/wipers switches on the left hand side and the radio controls and cigar lighter on the right hand side. From 1974 to 1978, a flat instrument panel (again shared with Delta 88 and Ninety-Eight models) was used that featured a horizontal sweep speedometer flanked by a "Message Center" of warning lights, fuel gauge and shift quadrant, with the other controls in the same locations as in previous years.
As befitting of a luxury car, Toronados featured a long list of standard equipment that included Turbo Hydra-Matic transmission, variable-ratio power steering, power front disc brakes along with an electric clock, carpeting and deluxe wheel covers. Virtually all Toronados were sold loaded with extra-cost options including air conditioning, AM/FM stereo with 8-track tape player, power trunk release, vinyl roof, tilt and telescopic steering wheel, cruise control, power windows, power door locks and six-way power seats. Power windows became standard equipment in 1975.
In the later years of the model, new features were mostly confined to styling, and in 1977 and 1978 the XS model with an unconventional hot wire "bent-glass" (image) rear window was made available. An XSR model with a similar window and innovative power-operated retracting T-tops was announced and advertised, but it is believed that none were actually sold. The running factory prototype was documented as "restored" by Collectible Automobile Magazine in the late 1990s.[4]
Also in 1977, the 455 in³ (7.5 L) V8 was replaced by a 403 in³ (6.6 L), due to government fuel efficiency standards, and the downsizing of the rest of the line left the Toronado as the largest Oldsmobile. This generation was probably helped in the sales race by the radical "boat-tail" (image) design of the contemporary Buick Riviera, since during this period the Toronado outsold its Buick cousin for the first time, but was actually outsold by the higher-priced Cadillac Eldorado in most of those years.
[edit] Third Generation, 1979–85
| Third generation | |
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| Production | 1979-1985 |
| Engine(s) | 252 in³ Buick V6 307 in³ Oldsmobile V8 350 in³ Oldsmobile V8 350 in³ Oldsmobile diesel V8 |
| Transmission(s) | 3-speed TH325 automatic 4-speed TH325-4L automatic |
| Wheelbase | 114 in (2896 mm) |
| Length | 204 in (5182 mm) |
The third generation (image) ran from 1979 through 1985. This was a seriously downsized model with a 114-inch wheelbase and an overall length of 204 inches. The downsized Toronado had smaller engines than in previous years including Oldsmobile Rocket V8s of 350 in³ (5.7 L) and later 307 in³ (5.0 L). A larger 252 in³ (4.1 L) version of the Buick V6 was made available from 1981 to 1983, and also a diesel V8, converted from Olds' well-regarded gasoline-powered 350 in³ (5.7 L) V8. The V6 was not popular, though, and the diesel conversion acquired a terrible mechanical reputation, becoming a genuine black eye for Oldsmobile. The three-speed Turbo Hydra-Matic transmission was standard equipment from 1979 to 1981 and replaced by the four-speed Turbo Hydra-Matic 325-4L overdrive unit from 1982 to 1985. The 307 cubic-inch Rocket V8 was standard on 1984-85 Toronados.
Rear independent suspension was adopted and helped preserve usable rear-seat and trunk space in the smaller body, and provided the bonus of improved handling over previous Toronados with no sacrifice in ride quality. In addition to the base Toronado Brougham, various trim packages were available under the XSC (1980-81) and Caliente (1984-85) names were offered along with choices of velour or leather upholstery, and digital instrumentation appeared. This Toronado, along with its Riviera and Eldorado cousins, were the last body-on-frame, front wheel drive cars with longitude-mounted V8 engines.
[edit] Fourth Generation, 1986–92
| Fourth generation | |
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| Production | 1986-1992 |
| Engine(s) | 3.8 L Buick V6 |
| Transmission(s) | 4-speed 4T60 automatic |
| Wheelbase | 108 in |
| Length | 1989-1992: 200.3 in (5088 mm) 1986-88: 187.5 in (4763 mm) |
| Width | 1989-1992: 72.8 in (1849 mm) 1986-88: 70.8 in (1798 mm) |
| Height | 1989-1992: 53.3 in (1354 mm) 1986-88: 53 in (1346 mm) |
| Fuel capacity | 18.8 US gallons (15.7 imp gal/71.2 L) |
The fourth and, as it proved, final generation ran from 1986 to 1992. It was smaller, used a unibody construction, and was the first Toronado since 1969 to feature hidden headlights. V8s were gone, and the Buick 231 in³ (3.8 L) LN3 V6 was the only powerplant.
Inside, a new digitalized instrument panel and optional voice alert system were employed and the same luxury trappings were offered as standard equipment and options as before. Standard seating was a cloth 60/40 bench with center armrest and for the first time since 1970, Strato bucket seats were offered as an option on the Toronado and came with a full-length center console featuring a horseshoe-like shifter similar to that found in some 1960s and 1970s Buicks and Chevrolets. Upholstery choices included cloth or leather.
Along with the similarly shrunken Eldorado and Riviera, the car suffered a serious sales decline which would never be reversed due to the downsizing from a full to a mid-size car that looked a lot like the much cheaper Oldsmobile Cutlass Calais and Pontiac Grand Am.
In 1987 Oldsmobile attempted to bolster sagging Toro sales by introducing a sportier model called the Troféo package, which had standard leather bucket seats, faux dual exhaust, aggressive styling, and stiffer suspension. In 1988 the Troféo was no longer badged externally as a Toronado. The 1989 Troféo could be ordered with the Visual Information Center—a dash mounted touch-screen CRT that controlled the vehicle's thermostat and radio, and also supplied advanced instrumentation such as a trip computer. The VIC could also serve as the interface to an in-car hands-free cell phone. None of these features, though futuristic at the time, could save the Toronado from declining sales, and in 1990 the car had a near total cosmetic facelift (the engine hood being the only carryover), increasing its overall length by about 1-foot (0 m).
Sales continued to fall and the new exterior was not enough to save it, although the Toronado Troféo did sell better the standard Toronado. Oldsmobile eventually discontinued the model in 1992.
[edit] External links
- Oldsmobile Club of America
- Jay Leno's 1966 Toronado
- Musclecar Club Toronado pictures
- Encyclopedia of Olds Toronado page
- A good page by a Toronado owner
- A site with a chronological timeline of all Toronado models
- The Oldsmobile Connection - The Site For Oldsmobile Enthusiasts
- Toronado Owner's Association
- The AQC Jetway 707 was the only Oldsmobile professionally made into a limousine during the '60's (1968).
- Oldsmobile Toronado in TV and film
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| Subcompact | Starfire | |||||||||||||||||||||||||||||||||
| Compact | F-85 | Omega | ||||||||||||||||||||||||||||||||
| Mid-size | 66/68 | F-85 | F-85 | |||||||||||||||||||||||||||||||
| Vista Cruiser | Vista Cruiser | Vista Cruiser | Cutlass Cruiser | |||||||||||||||||||||||||||||||
| 76/78 | Cutlass | Cutlass | Cutlass | Cutlass | ||||||||||||||||||||||||||||||
| Full-size | 88 | 88 | 88 | 88 | 88 | 88 | 88 | 88 | 88 | |||||||||||||||||||||||||
| 98 | Ninety-Eight | Ninety-Eight | Ninety-Eight | Ninety-Eight | Ninety-Eight | |||||||||||||||||||||||||||||
| Custom Cruiser | Custom Cruiser | |||||||||||||||||||||||||||||||||
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| Omega | Cutlass Calais | Achieva | Alero | ||||||||||||||||||||||
| Mid-size | Cutlass | Cutlass Ciera | Cutlass | ||||||||||||||||||||||
| Cutlass Cruiser | Cutlass Cruiser | ||||||||||||||||||||||||
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| Full-size | Eighty-Eight | Eighty-Eight | Eighty-Eight | ||||||||||||||||||||||
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| SUV | Bravada | Bravada | Bravada | ||||||||||||||||||||||
[edit] References
- ^ (Aug. 1966) Motor Sport, full road test, 1966 Toronado
- ^ (Feb. 1966) Car Life, full road test, 1966 Toronado.
- ^ (April 1968) Car & Driver, full road test, 1968 Toronado W-34.
- 1966 Oldsmobile Toronado True Performance Investigation Report
