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Oldsmobile Toronado

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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 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.

Contents

First Generation, 1966-70

The 1967 Toronado's 425 engine.
Enlarge
The 1967 Toronado's 425 engine.

The original Toronado ([image]) 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 big front-drive GMC motorhomes of the 1970's is testament to the fact, which used a basically unchanged Toronado-derived drivetrain.

Naming the Toronado was also an event in itself. Some of the known names being considered during development are: Magnum, Scirocco, and Raven.

During its 7-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) V8 rated at 385 hp (287 kW) and 475 ft·lbf (644 N·m) of torque. It provided an increase of 10 hp on the Starfire 425, and an increase of 20 hp on the standard 98 425. 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 2-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 5000 lb (2300 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).[#endnote_cd] It was also capable of a maximum speed of 135 mph (217 km/h).[#endnote_cd] 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).[#endnote_cd]

The original Toronado was a little heavy for its brakes, however, 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 Trends Car of the Year Award and Car Lifes 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.

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, 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. 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

Second Generation, 1971-78

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 attracted many new buyers and sales were up and on the rise.

The second generation of 1971-1978 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.

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.[link]

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.

Third Generation, 1979-85

The third generation ([image]) ran from 1979 through 1985. This was a seriously downsized model and carried V8 engines of 350 in³ (5.7 L) and later 307 in³ (5.0 L). More startlingly, a larger version of Buick's V6 was made available—252 in³ (4.1 L), up from 231 in³ (3.8 L), 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.

Rear independent suspension was adopted and helped preserve usable rear-seat and trunk space in the smaller body. Trim packages under the XSC and Caliente names were offered, and digital instrumentation appeared. This Toronado, along with its Riviera and Eldorado cousins, were the last body-on-frame, front wheel drive cars.

Fourth Generation, 1986-92

The fourth and, as it proved, final generation ([image]) 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 231 in³ (3.8 L) 3800 V6 was the only powerplant. Along with the similarly shrunken Eldorado and Riviera, the car suffered a serious sales decline which would never be reversed. In 1987 Oldsmobile introduced 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.

1990 Oldsmobile Toronado Trofeo.
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1990 Oldsmobile Toronado Trofeo.

Sales continued to fall and the new exterior wasn't enough to save it, although the Toronado Troféo did sell better the standard Toronado. Oldsmobile eventually discontinued the model in 1992.

The Oldsmobile Aurora, introduced in 1995, was in some respects the logical successor to the Toronado, although it was a four-door car. It displayed some Toronado-esque design elements, and was a structural twin to the new Buick Riviera.

Oldsmobile Toronado in Popular Culture

External links



Oldsmobile
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Historic:
Cars: 40 | 53 | 66 | 88 | 98 | 442 | Achieva | Alero | Aurora | Curved Dash | Custom Cruiser | Cutlass | Cutlass Calais | Cutlass Ciera | Cutlass Cruiser | Cutlass Supreme | F-85 | Firenza | Intrigue | Limited Touring | Omega | Series 60 | Series 70 | Oldsmobile Series 90 | Starfire | Toronado | Vista Cruiser
SUVs/Minivans: Bravada | Silhouette

Oldsmobile road car timeline, 1980-2004
American market 		[[http://encycl.opentopia.com/ edit]]
Type 1980s 1990s 2000s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4
Compact Starfire Firenza
Omega Cutlass Calais Achieva Alero
Mid-size Cutlass Cutlass Ciera Cutlass
Cutlass Cruiser
Cutlass Supreme Intrigue
Full-size Eighty-Eight
Nintey-Eight
Toronado Aurora
Custom Cruiser
Minivan Silhouette
SUV Bravada Bravada

References

  1. ↑ (Aug., 1966) Motor Sport, full road test, 1966 Toronado http://en.wikipedia.org/wiki/Image:True_Toro_performance.pdf
  2. ↑ (Feb., 1966) Car Life, full road test, 1966 Toronado.
  3. ↑ (April, 1968) Car & Driver, full road test, 1968 Toronado W-34.

 

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