The original 1966-70 Toronado was a tough act to follow, but Oldsmobile found some success with the distinctive 1971 remake.
With its bold styling and innovative front-wheel drive system, the original 1966 Toronado was an industry sensation. And that made for a difficult act to follow, everyone can agree. For its 1971 remake—Act II, if you will—the Toronado was promoted to full luxurry-cruiser status, with a three-inch longer 123.3-in wheelbase and six more inches of overall length (219.9 inches total).
The UPP (Unified Power Package) front-drive module and 455 cubic-inch V8 carried forward with relatively few changes. Mainly, the engine was recalibrated for unleaded fuel. However, the previous hybrid subframe/unit-construction chassis with rear leaf springs of ’66-’70 was discarded. Now the Toronado rolled on a conventional, full-length perimeter frame with coil springs at the rear, a package shared with the Cadillac Eldorado.
The exterior sheet metal was entirely new as well. After progressing through a number of studio proposals with a Cutlass Colonnade flavor, GM stylists settled on a low, wide, sharp-edged look..At the front, the quad headlamps were now fully exposed, and there was no traditional grille as such. Instead, cooling air was taken in from underneath and from two rectangular intakes in the front bumper.
One novel feature at the rear was an additional row of brake and turn-signal lamps just below the backlite—a foreshadowing of the CHMSL (Center HIgh Mounted Stop Lamp) federally mandated for 1986. While the styling wasn’t as groundbreaking as the original ’66 Toronado, the second-generation Toro’s look was distinctive. In its marketing campaign, Oldsmobile called it “The Unmistakable One.”
Keeping with Toronado tradition there was a single body style, a two-door coupe. To showcase the benefits of the front-drive system—no driveshaft hump or transmission tunnel—the standard seating was a 50/50 split bench (above). There was also an optional Brougham package with a 60/40 split (above right).Fabric choices included Kingswood Cloth (automotive nylon) and elk-grain vinyl. The dash was laid out in what Olds called a “control center” theme with a single gauge cluster and all controls angled toward the driver.
While it could never be said that the second-generation Toronado matched the impact of the original, it can hardly be called a failure. In 1972, the second year of the 1971-78 product cycle, the Toro recorded its best sales year to date with nearly 49,000 deliveries. Priced at $5,459 for its ’71 introduction, the new, bigger Toronado was by far the most expensive model in the Olds lineup. These were the last of the “big” Toronados, as they are known, as GM’s front-drive luxury platform recieved a significant downsizing for 1979.
My family opted for the ’71 Grand Prix with a 455, but obviously rear drive. I was 17 and was thrilled that my dad hadn’t bought a traditional 4 door something!
1971 was the best year for this cycle. 5 mph bumpers sort of ruined it for me.
The post 67 Toros became bulkier and uglier as time went on, the lumpy, awkward cousin of the 88.
As an 11-year old car nut, I remember a Motor Trend article about the ’71 restyle. To my youthful eyes the new model looked like a great big “yecch” compared to its swoopy predecessors.
Anyhow, an Oldsmobile executive was quoted as saying the Toronado was a “fifty pound canary.” I couldn’t tell if he was talking about the old model or the new one.
Didn’t see many of these while I was growing up, still don’t. Mostly a doctor or lawyer car in my area, average folks bought 88’s and 98’s with four doors and left the two doors on the lot. The local Olds dealer sold a couple or three of the first generation, then got them back a few years later as trade ins. The dealer is still in business as a GMC Cadillac store having lost Olds when GM pulled the plug, but guess what? There are TWO of the first gen Toronodas that were traded in STILL THERE! Both have sat so long it would take a miracle to restore them, one stayed in a shop bay for years while they tried to fix it before it was put outside back behind the building, the other sat in a graveled fenced in area the whole time. Both are rusty blobs now.
Learned to drive in one of these. 1972 High school drivers ed class, I believe the car belonged to our instructor. Had no idea it was a performance car.
Yea I had the opportunity to buy one of these gas hogs back in 1982. It was a beautiful red outside with black roof and interior with the split bench seat with arm rests front and back. But I remember the engine was a premium gas 455/4 brl with huge dual exhaust. It had 98,000 hard miles so I only had to pay $560! But I had to put all new brakes, i replaced rear springs with MOOG Cargo Coils and shocks with heavy duty Monroe Max, in front and rear, that really settled it down. But that engine was as strong as ever, if you kept it fed at the rate of 8-12 city, 15 highway is all. But man could that car run! Plus talk about driving in snow!! I added 4 Firestone Town&Country radial mud/snow tires, that made it unstoppable, even when plowed in after a big NE Storm. I warmed it up for 5 minutes and the heat was blasting, then with only the windows cleared and 8-10” snow still in the roof weighing it down, I back up over the fairly dry ground underneath, into the snow bank and car behind me, then with only a mountain of snow in front, I floored it and blasted through the plow pile of snow that had been covering the front grill/hood like it wasn’t there, being the only one to make it into work to drive the plow!