Oldsmobile Toronado
Born: 1966 Died: 1992
With one of these names that sounds like something it isn't, this big American coupé from the middle of the Flower Power years was the anthitesis of the "Herbie" VW Beetle that was the other icon of the time. It was conceived as a "personal luxury car" which GM was aiming at the Ford Thunderbird segment, and deserves its place in history not least because it was the first front-drive American car since the Cord in 1937. In style the car at launch was massive, with hidden headlights and a sharp "butterknife" shape to its front fenders.
Making a FWD drivetrain that was to fit in a location sized for a normal engine required a number of engineering innovations during the development of the car. It was the first GM American car with a subframe, which helped with the minimisation of noise, vibration and harshness. Using the Unitised Power Package concept also gave the company a marketing tool in terms of the flat interior floor. In addition, special front tyres were designed with stiffer sidewalls than normal
The engine was a 7-litre V8, with 390hp and 644Nm of torque - hence the need for the strengthened sidewalls! The 7.5-second sprint to 60mph was amazing for a 2,300kg production car. The same weight was a difficulty, though, for the drum brakes, which were inclined to fade fast under pressure.
Two years after launch, the original engine was replaced with a 7.5-litre unit, shorter on horsepower than the original, but now with 692Nm of pulling power. A more powerful version of the engine became an option, along with a sportier suspension. The only transmission was a 3-speed auto.
That first generation Toronado is remembered as the most distinctive of the nameplate, when the car had its own style and aura. From 1971 it became more formal luxury than GT, with a lower shape and the style of large and long front end that seemed almost big enough to contain a basketball court.
In 1977 a smaller and more efficient 6.5-litre engine replaced the old 7.5, as part of American response to the fuel crises of the decade.
In 1979 the Toronado was substantially downsized, losing more than 20 inches in its overall length. Initially, a 5.7-litre V8 was the main engine, but alongside it was an option of a diesel V8 of the same capacity. The diesel had simply been converted from a gasoline power unit, and was to become a big liability in following years, contributing to a distrust of diesel cars that endures in America to this day.
The following year the standard engine became smaller again, as a brand new 5.0-litre V8. The downgrading of the engine packages continued in 1981, when the standard engine became a 4.1-litre V6 and the V8 an option. Along with the diesel's problems, this further damaged the image of the Toronado. Rear discs became standard in 1982, a premium sound system was an option in 1984, and the unpopular V6 was dropped in 1985.
The Toronado was further downsized in 1986, losing a further 15 inches in length, and losing its V8 engine in favour of 3.8-litre V6 that had 150hp and 258Nm of torque, a far cry from the original. Hidden headlights came back. Buyers went away.
In an attempt to recover the market, a sporty Trefeo version was introduced in 1987, but failed to help sales. A complete reshape in 1990 added 12 inches to the length, the engine now output 165hp, and there was an internal option package with digital instruments. ABS became standard in 1991. In 1992 they ended production. American car buffs regard that as the mercy killing of a nameplate which had become in every way a shadow of its glory days.