1968 Ford Torino GT

For 1968, Ford redesigned its intermediate Fairlane line and introduced a new premium subseries model, the Torino. The 1968 Fairlane and Torino used the same wheelbases as its 1967 predecessor: 116 in (2,946 mm) on 2- and 4-door models, and 113 in (2,870 mm) for station wagon models.

Styling was drastically changed from the 1967 Fairlane models, resulting in growth in size and weight. The front fascia featured a full width recessed grille, with horizontal quad headlights placed at the outer edges. Horizontal dividing bars were featured in the grille depending on the model. Parking lights were placed at the outer edge of the front fenders and wrapped around the corner to also act as side marker lights to meet the new 1968 requirements. The body sides were smooth with one horizontal body crease running just below the beltline from front to back. The taillights were rectangular in shape and vertically situated in the rear panel above rear bumper. Reverse lights were located in the middle of the taillights, and reflectors were located on the rear edge of the quarter panel.

A new addition for 1968 was the two-door fastback "SportsRoof" bodystyle. Similar to Mustang fastback models, it featured a gently sloped roof line that extended to the edge of the trunk lid and a unique concave taillamp panel. This new fastback body style gave the Fairlane and the Torino excellent aerodynamics that would later prove to be advantageous on the race track. This body style was a true two-door hardtop.

A heavy-duty suspension option was available for V8 powered cars, and included extra-heavy-duty springs and shocks. Steering was recirculating ball system, with power steering optional. All cars came standard with four-wheel drum brakes, although front disc brakes and power assist were options.  

The interior on the Fairlane/Torino was all new for 1968. A new dashboard featured four equally sized round pods centred around the steering wheel. However, the pods did not contain a full set of gauges; rather an assortment of warning lights along with the speedometer and fuel gauge. The fuel gauge and temperature warning lights were in the first pod, a 120 mph (190 km/h) speedometer was located in the second pod from the left, alternator and oil pressure warning lights were in the third pod from the left and the fourth pod was blank. An optional tachometer was available, which would be located in the third pod, and an optional clock occupied the fourth pod. Ford offered many upholstery options, including a knitted vinyl option, called "comfortweave." This unique option allowed the vinyl to "breathe" unlike conventional vinyl, offering more comfort in hot weather. Conforming to U.S. safety standards, there was much padding inside the Torino's interior, which also featured shoulder belts for front outboard passengers on all cars built after December 31, 1967.

All Torinos included full colour-keyed carpeting, additional exterior and interior trim over a Fairlane, and Torino crests on the 'C' pillar. The Torino GT's standard features included special name plaques and exterior trim, GT markings on wheel covers and courtesy lights on the inside door panels. Initial sales literature showed that bucket seats were standard equipment. However, due to a six-week UAW strike, the GT's standard seating was changed to a bench seat.[3] The Torino GT was available with a GT handling suspension package, which included extra-heavy-duty springs and shocks, and a heavy-duty front anti-sway bar. Of note, when the 428 CJ engine was installed, the suspensions used the stiffest springs and largest front sway bar compared to other Torinos with the heavy-duty suspension.[4] Four-speed equipped cars used staggered rear shocks which helped resist axle hop. GTs were available with a stripe option, which started as a 'C' shape at the edge of the front fender, and two body stripes extended the length of the car.

Ford had quite a variety of engine options for its intermediate line. All models other than the Torino GT came standard with a 200 cu in (3.3 L) six-cylinder engine. Torino GT models came standard with a 302 cu in (4.9 L)-2V small block V8 and this was also the base V8 engine optional on other models. Other available engines included a 390 cu in (6.4 L)-2V FE engine, 390 cu in (6.4 L)-4V FE engine and a 427 cu in (7.0 L)-4V FE engine. About one month within the beginning of the 1968 model year production, a six-week UAW strike against Ford occurred. This resulted in a cost-cutting measure of making a 289 cu in (4.7 L)-2V small block V8 the base V8 engine and the standard engine on the Torino GT. Ford did not change any of its factory sales literature to reflect this change.[4] While the 427 cu in (7.0 L)-4V FE engine was initially listed as an engine option for 1968 in factory literature, no Fairlanes or Torinos were actually produced with this engine during 1968.[4] Introduced on April 1, 1968, the 428 cu in (7.0 L)-4V CJ (Cobra-Jet) FE engine became available as an engine option, but due to its mid-year introduction these engines are very rare. The 428-4V Cobra-Jet was the most potent engine available for 1968, and is general believed to be under-rated at 335 hp (250 kW).[5] The cars equipped with the 428 Cobra Jets had emblems borrowed from the full-sized Fords (a red-and-chrome badge reading "428") mounted on the fenders behind the parking lamps. All models came standard with a three-speed manual transmission, while the C4 Cruise-O-Matic automatic and four-speed manual transmissions were options.

According to contemporary reviews, when equipped properly the Torino GT offered a good combination of power and handling. In Car Life magazine's test of a 1968 Torino GT SportsRoof equipped with a 390-4V, C-6, and 3.25:1 axle, they recorded a 0 – 60 mph (97 km/h) time of 7.7 seconds, and the quarter-mile (402 m) dragstrip time of 15.8 seconds at 90 mph (140 km/h).[6] Motor Trend magazine wrote "Putting the car through quick and/or tight corners isn't a matter of practiced art – it's more like second nature for the GT" in their test of a 1968 Torino GT.[7] Car and Driver magazine tested a 1968 Ford Torino GT equipped with the 428 CJ with Ram Air induction, C-6 Cruise-O-Matic, and 3.91:1 gears and recorded a quarter-mile time of 14.2 seconds at 98.9 mph (159.2 km/h). Car and Driver wrote the Torino had "a 1–2 shift that broke the Wide-Ovals loose for at least a length. With a price tag of $306 for the Cobra-Jet option, Ford lovers have a reason to rejoice."[8]

Station wagons came in three different models: "Fairlane", "Fairlane 500", and "Torino Squire." All wagons came equipped with Ford's "Magic Doorgate" two-way tailgate, and were available with an optional rear-facing third seat which increased the car's carrying capacity from 6 to 8 people. Torino Squire models came standard with simulated woodgrain side panels, and had the more refined trim and upholstery of the Torino sedans. Unique station wagon options included a chrome roof rack and a power rear window.

1968 was a successful year for Torino with 172,083 units produced. Including Fairlane production, 371,787 cars were produced.[9] The Torino was well received by the automotive press and a 1968 Torino GT convertible was selected as the 1968 Indianapolis 500 pace car.
(Source: en.wikipedia.org/wiki/Ford_Torino)

After all, it wouldn't make much sense to give a 60s' Muscle Car to a teenage boy that just totaled a car by driving too fast, right?   I promptly thanked my Grandma and promised to her that "I would not betray her trust", and then acknowledged to my day that I realized "the position that this has put you in.  I'm truly sorry for what I did, I'll be much better, and I know that I'm still in deep trouble".  He softened up as much as a gristled  Army Veteran could, and then reiterated that I was in fact in deep trouble. 

I drove the Torino through High School and the first year of College.  It then became necessary to find "more reliable" transportation as it was breaking down often and there were several key systems on the car that weren't working or were failing and I just didn't have the money to do it right.   At that point in 93', I made the decision to store the car until I could begin restoration.  

In 2000, I was ready to "dip my toe" into working on my Torino.  It came standard with a 302ci V8 with a C4 Automatic Transmission.  I did some minor work to the engine by adding a more aggressive Cam, new hydraulic valves, headers plus new exhaust (as the car had single exhaust a the original manifolds), and painted the car a teal metallic color.  The car was quicker, felt lighter, sounded tougher, but looked like a Grandma (not mine, she was a badass) from Pasadena drove it.  It just didn't feel like a real muscle car.