The Oldsmobile Toronado is a personal luxury car manufactured and marketed by the Oldsmobile division of General Motors from 1966 to 1992 over four generations. The Toronado was noted for its transaxle version of GM's Turbo-Hydramatic transmission, making it the first U.S.-produced front-wheel drive automobile since the demise of the Cord 810/812 in 1937.

The Toronado used the GM E platform introduced by the rear-wheel drive Buick Riviera in 1963 and adopted for the front-wheel drive 1967 Cadillac Eldorado. The three models shared the E platform for most of the Toronado's 26-year history.

Etymology

The name "Toronado" had no prior meaning and was originally selected for a 1963 Chevrolet show car.

First generation (1966–1970)

With heavily revised styling from the first generation, the Toronado transitioned from a "GT"-style car into a more traditional luxury car. It was now more similar to the Cadillac Eldorado than the Buick Riviera (which would be redesigned in 1974, then again in 1977), with styling taking several cues from the 1967–1970 Eldorado. Sales increased dramatically. Front disc brakes became standard. The front end used a novel air induction system, splitting the airflow from below the headlights, in a "bottom breather" fashion. When United States Federal bumper standards were implemented, the front air intake was phased out for a conventional approach from below the bumper.

All overall dimensions of the 1971 Toronado were larger than previous models with wheelbase increased from 119 to , only less than the full-sized Oldsmobile Delta 88. Additionally, 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. In addition, the Toronado introduced as a novelty what later became a federal mandate in a modified form, two high-mounted taillights above the trunk and below the rear window, which was shared on its platform twin, the Riviera. These taillights mirrored brake and turn functions of the normal taillights, but not the nighttime taillights. A rear-wheel ABS became optional. These Toronados used a unique steering wheel and were fitted with a knee blocker beneath the driver's portion of the dashboard.

Styling/engineering highlights through the years included disc brakes with audible wear indicators for 1972, a federally mandated front bumper along with new vertical taillights in 1973, a stand-up hood ornament, 5 mph rear bumper and optional fixed rear side opera windows in 1974 and rectangular headlights in 1975.

The 1973 Toronado went on sale in September 1972 and has a combined fuel economy of between 8.5 and 10.9 miles per gallon. The 1975 through 1978 Toronados had a fuel tank that could hold 26 gallons of gasoline, whereas the 1973 Toronado had a 25.9 gallon capacity fuel tank with 250 horsepower and an axle ratio of 2.73:1. The 1973 Toronado was made from September 1972 to September 1973.

The later years of this generation of Toronado saw new features mostly confined to minor styling tweaks to the grille and trim, although in 1977, the XS and XSR models debuted. Both featured a three-sided, hot wire "bent-glass" rear window and, on the XSR, electric T-tops which slid inwards at the touch of a button. However, as built in prototype form, the XSR had no means of channeling water away from the retractable sections, and water would inevitably leak into the cabin. No workable solution to the problem was found, and as such, the XSR model was scrapped. The XS, which did enter production, was offered with GM's more reliable (and no doubt more leak-resistant) Astro roof sliding sunroof. Air conditioning was standard.

The running factory "XSR" prototype was documented as "restored" by Collectible Automobile Magazine in the late 1990s.

Also for 1977, the V8 was replaced by a smaller Oldsmobile V8 engine#403| engine (rated at and ), due mainly to forthcoming government Corporate Average Fuel Economy standards (implemented beginning with the 1978 model year). In addition, the 1977 Delta 88 and Ninety-Eight models, formerly the biggest cars in the Oldsmobile stable, were downsized. For two more model years, the Toronado would be the largest Oldsmobile, and, after the mid-sized Cutlass line's downsizing for 1978, the Toronado looked hopelessly out of place in the lineup, given the industry-wide shift to smaller cars. Also in 1977, when Buick removed the Riviera from the E-body lineup and reassigned it to the B-body LeSabre bodyshell, this meant that all E-bodies would be front-wheel drive only.

This generation was probably helped in the sales race by the radical and controversial "boat-tail" design of the contemporary Buick Riviera, since during this period the Toronado outsold its Buick cousin for the first time. However, the higher-priced Cadillac Eldorado managed to outsell the Toronado in most of these years.

<gallery widths="200" heights="150">

File:1971 Oldsmobile Toronado front 3-4.jpg|1971 Oldsmobile Toronado

File:1972 Oldsmobile Tornado.JPG|1972 Oldsmobile Toronado

File:Oldsmobile Tornado (3101061799).jpg|1973 Oldsmobile Toronado

File:1973 Oldsmobile Toronado Custom.jpg|1973 Oldsmobile Toronado Custom

File:1974 Oldsmobile Toronado.jpg|1974 Oldsmobile Toronado

File:Oldsmobile Toronado.jpg|1975 Oldsmobile Toronado

File:1977 Oldsmobile Toronado Brougham (37053775521).jpg|1977 Oldsmobile Toronado Brougham

File:1978 Oldsmobile Toronado, front 5.19.19.jpg|1978 Oldsmobile Toronado XS

File:1975 Oldsmobile Toronado Brougham; Shoreview, MN (43078586582).jpg|1975 Oldsmobile Toronado Brougham interior

File:1973 Oldsmobile Toronado shipping order.png|The shipping order of a 1973 Oldsmobile Toronado, listing factory installed options and select standard equipment

File:1975 Oldsmobile Toronado Brougham; Shoreview, MN (41317481820).jpg|1975 Oldsmobile Toronado high mounted brake and turn signal light above trunklid

</gallery>

Third generation (1979–1985)

The third generation Toronado was substantially downsized, losing nearly and almost in length. Reflecting its length and wheelbase, it came equipped with the smaller Oldsmobile V8. The engine was rated at 170 HP/270&nbsp;lb.ft. torque giving it a top speed of over and a acceleration time of 9.4 seconds.

A Oldsmobile V8 engine#307| V8 (140 HP) was introduced in 1980, and a larger version of the Buick V6 (125 HP) shared with the Riviera was made available from 1981 to 1984, but it proved unpopular due to its slow acceleration.

Also offered in these years was Oldsmobile's new diesel V8, that is based on the division's gasoline-powered V8, but with added block material. This engine was novel and economical, and sales were initially good. However, the diesel engine quickly acquired a terrible mechanical reputation, becoming a genuine black eye for Oldsmobile. Many cars which originally came diesel-equipped were eventually converted to gasoline engines when disgusted owners finally threw in the towel. The engine was revised through its life, which fixed many issues that hurt its reputation, but it was too late and the engine was eventually dropped.

thumb|left|Rear view of a 1981 Oldsmobile Toronado

thumb|left|1985 Toronado Caliente, with a fixed opera window pillar

The three-speed Turbo Hydra-Matic automatic 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&nbsp;cubic-inch V8 (a smaller-displacement version of the 350 Rocket), was standard on 1985 Toronados.

Independent rear suspension (designed by Cadillac engineers) was adopted for the new car, which helped to increase usable rear-seat and trunk space in the smaller body, as well as improved handling over previous Toronados with no sacrifice in ride quality. Rear disc brakes were optional.

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, leather upholstery, even sueded leather inserts and digital instrumentation. The XSC offered individual front bucket seats, as opposed to the traditional split bench front seat usually installed. The third-generation of the Toronado was also made into a convertible by the American Sunroof Company, with a power-operated cloth top. Reclining backrests were an option.

left|thumb|1987-1988 Oldsmobile Toronado Troféo

left|thumb|1990 Oldsmobile Toronado Troféo

In mid-1987, Oldsmobile attempted to bolster declining Toronado sales by introducing a sportier model marketed as the Toronado Troféo, which featured standard leather bucket seats, faux dual exhaust, more-aggressive styling, and a stiffer suspension (the corporate FE3 package, with retuned shocks, struts and other components).

For 1988, changes for the Troféo included new seats and monochromatic paint; both Toronado and Troféo used larger climate control buttons and rear three-point seatbelts. Additionally, power increased with the introduction of the new Buick LN3 V6 engine. Optional wire wheel covers were no longer offered. Toronado and Trofeo models included the FE3 suspension with standard aluminum wheels.

For the 1989 model year, the Troféo was no longer marketed as the Toronado. Options included the Visual Information Center: a dash-mounted touchscreen CRT that controlled the vehicle's HVAC system, radio, trip computer and interface to the optional integrated hands-free cell phone. The Troféo also received standard anti-lock brakes, a new steering wheel with controls for radio and climate control, and standard bucket seats with console or an optional split-bench.

For 1990, the hood was the only carryover sheet metal as Oldsmobile designers redesigned the body, increasing the overall length by about , enlarging the trunk. A driver-side airbag was standard equipment. The 1991 models had increased horsepower, and remote keyless entry and anti-lock brakes were now standard. Ultrasuede upholstery was an option. The optional moonroof no longer required ordering bucket seats, however, a fully digital instrument cluster was now only available on Toronado models equipped with a front bench seat.

thumb|left|Oldsmobile CRT

thumb|Oldsmobile Toronado Troféo interior

In 1992, General Motors (GM) and Avis Rent a Car pilot tested a GPS navigation system in select rental Troféo models equipped with the touchscreen at the Orlando International Airport in Florida. The pilot systems included the built-in cellular phone and a computer-synthesized voice guidance system. Named "TravTek", the system was monitored by AAA via an antenna mounted on the car's trunk, and included directions to AAA locations around the Orlando area.

1992 models again offered optional wire wheels and received a stiffer standard suspension, the formerly-optional FE3 package. Oldsmobile discontinued the Toronado and Troféo at the end of the 1992 model year, with the last Toronado rolling off the assembly line on May 28, 1992. The Toronado was ultimately replaced in the lineup in early 1994 by the Aurora sports sedan, which made its debut as a 1995 model and shared its platform with the eighth and final generation of the Buick Riviera.

Variants

Jetway 707

thumb|right|250px|An AQC Jetway 707

During the late 1960s (1968–1970), the only Oldsmobile professionally made into a limousine was the Toronado, known as the American Quality Coach (AQC) Jetway 707, with the 707 moniker a nod to the Boeing 707. The 707 rode on six wheels, and was 28&nbsp;ft long with a 185-inch wheelbase. To capitalize on the aircraft theme, the passengers each sat on individual bucket seats. Between 52 and 150 were believed to have been built. A black one can be seen in a traffic scene in the 1976 film All the President’s Men, a white one can be seen parked in the 1977 film Billy Jack Goes To Washington, and a gray convertible version can be seen in the 1978 film Sgt. Pepper's Lonely Hearts Club Band as one of the main vehicles.

67 X

The 67 X (also Toronado 67X, Esso 67X) is a Canadian-built automobile, based on the Toronado, that was designed and manufactured by automobile customizer George Barris for Canada's Expo 67, where they were raffled off in a contest sponsored by Esso. Only four of these vehicles were ever made, and they included swiveling seats, a sofa, and even a refrigeration unit. Commercials for the car were aired in the Stanley Cup Playoffs final game between the Montreal Canadiens and Toronto Maple Leafs. In April 2009, a 67 X came up for auction on eBay.

References

  1. (August 1966) Motor Sport, full road test, 1966 Toronado.
  2. (February 1966) Car Life, full road test, 1966 Toronado.
  3. (April 1968) Car & Driver, full road test, 1968 Toronado W-34.
  • Encyclopedia of Olds Toronado page
  • Toronado Owner's Association
  • AQC Jetway 707, a Toronado limousine conversion
  • Oldsmobile Toronado in TV and film
  • Outrightolds.com – Oldsmobile Toronado Guide