Ford offered the Elite for only three years, but while it was around it filled an important role in the Ford product lineup.
1975 Ford Elite
As noted previously here at Mac’s Motor City Garage, Ford scored a decent hit with its plus-sized 1972-76 Thunderbird, a virtual clone of its corporate cousin, the Lincoln Continental Mark IV (See our feature on the Big ‘Birds here.) Still, the product planners in Dearborn must have wondered if some money had been left on the the table. The major action in the personal-luxury field at the time was at the lower-priced end of the bracket, where the Chevrolet Monte Carlo, Pontiac Grand Prix, Chrysler Cordoba, and Olds Cutlass Supreme et al. were racking up big sales numbers.
To fill this significant gap in its model lineup, Ford decided to spin off a dressed-up and super-equipped Gran Torino, which could be priced at thousands less than the Big ‘Bird and compete head-to-head with Monte Carlo and the rest. In the original plan this model was to be called the Gran Torino XL, and at least one photo of the XL exists (above). But when the product was officially rolled out on Febuary 18, 1974 as a mid-year ’74 model, it was badged as the Gran Torino Elite. For ’75 and ’76, the junior personal-luxury coupe became a stand-alone model known simply as the Ford Elite.
True to the familiar personal-luxury template, the Elite boasted an elegant cabin with a range of seating and fabric arrangements (1975 shown above). A two-door coupe was the sole body style, naturally, and the only transmission available was a three-speed automatic, coupled to a standard 351 cubic-inch V8. But the full list of extra-cost luxury and convenience options was offered, just as one would expect, including an Interior Decor Group and Ford’s spiffy Power Moonroof.
Based as it was on the mid-sized Torino platform, the Elite was nearly a foot shorter than the T-Bird, and the price was shrunk down to match: in 1975, $4,721 vs.$7,701 for big brother. Buyers responded to the more accessible price and the Elite zoomed past the Thunderbird, posting more than 366,000 sales for its three years in production—better than double the Thunderbird’s total volume. Ford’s course by then was clear. The Elite was dropped for 1977 and a newly downsized, more affordable Thunderbird was dropped into its former slot, where it became Ford’s best-selling T-Bird in history.
1976 Ford Elite 
Wow, so fancy.
Gave it the nose of a Granada. 🤪
Being a Ford Gearhead all my life, I remember the Elite. I was in my 20s when it was introduced, I liked it, especially the rear quarters. I was a bit too young for its style. It looked classy, very stylish, and well very Elite. I also loved the 74 through 76 Thunderbirds and Mark IVs. I thought I might one day own a 74 Mark lV. In my opinion, it was the most beautiful Lincoln ever. From front to back, it’s soft long lines, the extra long hood, and with it’s very short styled deck, set the gorgeous front turn and side marker lamps and raparound taillights off perfectly. It’s fine waterfall grill and hidden headlights make it a work of art. The Elite’s finely tuned style fit right in with the Mark and Bird. Admittedly the entire Ford line was about being big and substantial. I called the design “thick” at the time. However, as I said, I was in my 20s, and was so in love with my 69 Mustang Mach l, I thought I would drive it the rest of my life. I didn’t, but that didn’t mean I could live without it, I just kept adding cars to what was fast becoming a collection. I had a 75 Colony Park wagon which became my go to daily driver. My parents had a 76 Town Car, then a 90 Signature Series, I had a 90 black LSC and a 73 F-series. I tried really hard to justify a 76 Bird, Mark IV and yes even a black Elite ( they looked great in black) but I just couldn’t make the room for them all. In any event, I loved all my big beautiful late 70s Fords. They ALWAYS started right up, ran great, smooth and comfortable, they were powerful big V8s that handled well for what they were. They would get 10 to 12 MPG, but I didn’t mind the poor mileage, there are many more reasons to by a car other than it’s gas mileage. After all, I was young, good-looking, making a great living working for IBM.. Why not. I wish I still had every one of them and was still adding my favorite Fords to my valuable collection. Now I buy diecast models and line my shelves with 100s of them.
Loved ur story…my parents bought me a new 74 elite for high school graduation..I loved that car but as I look back, I was way too young for that car, 17 is still a child…I bought a 1976 thunderbird lipstick edition 1 and a half years ago…..it reminds me of the elite but couldn’t pass this up…looks like we have similar taste…
Yes we do. I’m glad to here there are other guys that can appreciate and love large American cars. After the fuel crisis of 73, it became fashionable to bash American cars. I never did. I had a 97 Explorer, Eddie Bauer with the 5.0 in it. It was black with tan leather interior, and every option available. I put over 200,000 miles on it and it never missed a beat. It also had great sounding exhaust. I followed that with a 2008 XLT, my first car without a V8. I do love it, it surprised me with its handling and excellent smooth ride. I also had a 95 Signature Series Town Car. What a great car that was. It was black with black leather interior, the 4.6 V8. That car had everything on it, features I’m sure it never got credit for. I would like to find another one but their hard to find, and if you do you will pay big money for it.
I was selling Ford’s in this era and the Elite was just a Grand Torino with a different front clip but it sold well and filled a need in it’s segment. Ford got a lot of milage from the Torino /chassis platform including the new Mercury Cougar in 74 plus numerous versions of the Torino including the base cars, the Sport, the Brougham and even the 77 T-bird and Cougar both with redesigned bodies but still using the same engines and chassis that came out in the 72 Torino’s.