429 Cobra Jet/Super Cobra Jet

429 Cobra Jet and Super Cobra Jet


Most enthusiasts acknowledge 1970 as a very exciting year for Ford, with a completely restyled
Torino and a slightly restyled Mustang, both of which were still available with the awesome 428
Cobra Jet engine options. As a matter of fact, the 1970 models from all the automobile
manufacturers were near the pinnacle of performance, and the Ford offerings were right there in
the thick of things.




Using the same hot-rodding
tricks used to create the 428CJ,
engineers warmed over the new
429 Thunderjet, to produce the
429CJ and SCJ. Rated at 375
hp, these engines were also
severely under-rated.



The best news for the potential 1970 Ford buyer was the availability of the 429 Cobra Jet engine,
which was available in the midsize Torino models. By utilizing the standard Thunderjet 429, Ford
remachined the engine block to accept four-bolt main bearing caps on the second, third and
fourth journals, with the cylinder heads being modified slightly to accept larger valves and ports,
heavier valve springs, and 14mm spark plugs instead of the 18mm plugs used in standard 429
heads. All Cobra Jets used hydraulic camshafts, and all Super Cobra Jets used mechanical
camshafts, and both used stamped 1.73 ratio rocker arms with guide plates and hardened push
rods. Ford’s Muscle Parts Catalog states, “Early 1970 CJs and all SCJs use threaded,
nonpositive stop studs that can be adjusted for a mechanical cam. 429CJ engines built after 11-1-
69 use threaded, positive stop studs that are nonadjustable and can only be used with hydraulic
cams.” The connecting rods were identical to standard 429 except for spot facing under the bolt
head to resist bolt and rod fatigue, and the CJ pistons were cast-aluminum with a single intake
valve relief, with SCJ pistons being forged aluminum.

The new 351 Cleveland V-8 was another equally famous engine making its first appearance in
the Ford line-up in 1970. Again utilizing the technology used in the 429 and Boss 302, the 351
Cleveland, or “351C” as it is commonly known, incorporated the large, polyangle valves and
combustion chambers, rounded ports, thinwall casting techniques in the engine block, a nodular
iron crankshaft with six counterweights, external balancing, two-bolt main bearing caps, and
hydraulic camshafts. A very common question regards identifying the visual differences in a 351
Windsor and 351 Cleveland, since they share virtually no parts. The easiest way to identify a 351
is by counting the valve cover bolts: if there are six, it is a Windsor, and if there are eight, it is a
Cleveland. This rule only applies to 1974 and earlier engines. After that time, all 351s with eight
valve cover bolts were “351M,” or Modifieds. Check the date on the engine very carefully. More
than one 351M has been passed off to an uninformed buyer as a 351C! Also, the front of the
351C engine was extended two inches to cover the timing gears and chain, which is covered by a
simple steel plate, instead of the die cast front cover used on the Windsor motors. The
thermostat was housed within the 351C front extension, which directed water into the engine
block instead of the intake manifold.


Even though the full-size XL model was still available with the 360-horsepower 429 V-8, Cruise-O-
Matic automatic transmission was a mandatory option, and rear end ratios were either 2.80:1 or
3.25:1. This formula did not equal a high-performance combination in a car weighing 4300-plus
pounds. As a result of the emphasis on luxury and the total de-emphasis of performance in the
full-size 1970 Ford line-up; these models will be omitted from any further detailing in Super ‘60s
Fords, although photos have been included here for reference and identification.




Even though not described in detail, the 1970
XL convertible was a very sporting mode of
transportation. Minor restyling set it apart from
the 1969 counterpart. The owner of this white
XL ragtop has added Keystone Classic wheels
and white letter tires, to further personalize his
convertible.
Taillights were lower than on the 1969
models. A few Xls were equipped with the
360-horsepower Thunderjet 429 engine and
four-speed manual transmission, making
spirited performers out of the big, luxurious
XLs.




The 1970 full-size Fords continued to
use the unusual instrument panel,
which positioned the radio to the left of
the driver. Some XL buyers opted for
the bucket seat interior, which also
featured a center console. Notice the
U-shaped handle on the automatic
shifter. By federal mandate, 1970
models were no longer allowed to use
horn rings.



Fairlanes, Torinos and Falcons
By the end of 1969, nearly a fourth of all new car sales were in the intermediate size field. The
1970 intermediates were nearly the size of full-size models from the early 1960s, and were very
popular with all but the largest families, and with the younger buyers who really appreciated the
performance potential and performance options offered by the manufacturers. By far, the widest
range of engine options was in the intermediates and “pony cars,” which also accounted for the
high sales figures.



This magnificent 1970 Torino
GT convertible is one of only
three documented examples
equipped with the 429 SCJ
and DragPak option.



The 1970 Torinos (only the very base model was referred to as a “Fairlane 500” in 1970) were
totally restyled in 1970, and are among the best looking of all Fords from the decade. Even
though Ford would probably have denied it at the time, the two-door Sportsroof models were
designed with aerodynamics on the NASCAR high-speed racetracks as the overwhelming priority.
This fact was reinforced when the advertisements stated that the new Torinos had been “shaped
by the wind.” After the swoopy fastbacks were designed, the rest of the models were similarly
styled to complete the series. Unfortunately, even though the new Sportsroof model appeared to
be much more aerodynamic than its predecessor, it really was not as smooth, and the Ford
racing drivers preferred the earlier fastback models to the new ones. In spite of their
aerodynamic deficiency on the NASCAR tracks, the new Torinos were beautifully styled cars, with
a V-shaped injection molded plastic egg-crate style grille with four headlights mounted at the
outside edges of the grille. The body profile presented very rounded contours, following the
“Coke bottle” school of styling, with peaked front fenders, and a top that flowed gently into the
rear quarter-panels and rear deck lid. A single, full-length feature line was used along the body
side on all models. At the rear, rectangular taillights with rounded outer edges were used
throughout the series. Concealed windshield wipers were the styling rage in 1970, and the Torino
series jumped on that bandwagon, with the wipers hidden behind a raised lip on the trailing edge
of the hood. Also, all 1970 Torino models featured a “semi oval” steering wheel, with the lower
half-circle flattened to provide more legroom for the driver.

Wheelbase grew to 117 inches for 1970, overall length grew to 206.2 inches, and weights ranged
from 3,258 pounds for the six-cylinder equipped Fairlane 500 two-door sedan, up to 3,900
pounds for an FE V-8-equipped Torino Squire station wagon.



The 1970-1/2 Falcon represents
the austere approach to getting
around as rapidly as humanly
possible. This ultra rare orange
rocket (fewer than 100 were built)
is equipped with the 429SCJ
engine, four-speed transmission,
and 4.33:1 Detroit Locker rear
end. Except for the gigantic rear
meats and skinny front rollers, the
6,900-mile car is totally original,
and performs the owner’s grocery-
getting chores with great dispatch.



The Falcon was reintroduced as a 1970 1/2 Torino subseries, and was designed for the same
market as the previous Falcon buyer, the basic transportation market. It was available only in
two- and four-door sedans and a four-door station wagon. The 1970 1/2 Falcons featured bright
windshield and rear window moldings; a bright roof drip rail molding; the FORD name, in block
letters, across the rear body panel and on the driver’s side of the hood; and the FALCON script
above the rear side marker lights on the rear quarter-panels. Inside, the Falcons offered all-vinyl
interiors and color-keyed rubber floor mats. In keeping with the economy image, Falcon options
were limited to power steering, power front disc brakes, two-tone paint, and white sidewall tires.
The powertrain options were a different story, however, with the same engine/transmission
options as in the rest of the Torino line-up, including the awesome 429 SCJ and four-speed
manual transmission! Obviously, very, very few Falcons were so equipped, but those few were
normally used for very short jaunts of approximately a quarter-mile in duration. A box stock 429
SCJ/Falcon combination was good for low 13-second time slips, which was equal to anything
being produced in Detroit.




Fairlane 500 models used a conservative,
all-vinyl interior upholstery. Notice the
Hurst-shifted four-speed transmission and the
disk brake emblem on the brake pedal. With
the Ram Air 351 engine, it is one of the most
unusually equipped Fairlane 500s built in 1970.
Completely restyled again for 1970, the
intermediate Fairlane grew in proportions.




While the majority of buyers chose the more
plush Torino series, this standard Fairlane 500
model features several unique options,
including AM/FM stereo radio, disc brakes, and
Magnum 500 wheels. The car is so unusually
equipped that Ford originally refused to build
it. Though it could be considered a semi
fastback, this example is actually considered a
coupe. Instead of the honeycomb plastic insert
between the taillights, Fairlanes had the simple
“Ford” name spelled out in block letters.



The Fairlane 500 was the base trim level of the series and included a single horizontal bright
dividing bar in the grille, with a Ford crest in the center of the bar; bright windshield and rear
window moldings; bright roof drip rail moldings; two simulated exhaust ports on the front fenders
behind the front wheels; ventless side windows on two-door models; the FORD name, in block
letters, on the driver’s side of the hood, and spaced across the rear body panel; Ford “corporate
design” stainless steel hub caps; and the FAIRLANE 500 scripts along the rear quarter-panels,
just above the rear side marker lights.

Inside, the new Fairlane 500 models featured a restyled instrument cluster, column-mounted
ignition switch and lock; the three-point “Uni Lock” safety harness; cloth and vinyl seating
surfaces with color-keyed all-vinyl interior trim panels, and color-keyed nylon and rayon
carpeting.


The Torino became the intermediate trim level for the new year, and included all the standard
features of the Fairlane 500 series, in addition to a special V-shaped plastic grille with the
“Torino” crest in the center; bright wheel well moldings; a single bright strip/body side guard
along the side feature line; a bright metal molding along the rear edge of the hood; a spoiler type
raised lip on the rear deck of the Sportsroof models; a matte black finished plastic insert in the
rear face of the trunk spoiler with the FORD name, in block letters on the right side on the insert;
an egg-crate style appliqué in the rear body panel; the TORINO name, in block letters, above the
feature line on the front fenders and, in script, on the driver’s side of the hood. Inside, the
Torinos included all the standard features of the Fairlane 500 series, in addition to upgraded
cloth and vinyl upholstery with all-vinyl interior trim panels, with the TORINO name appearing on
the right side of the instrument panel.

The Torino Brougham was the new top trim level of the series, and was available only in formal
two-door hardtop and four-door hardtop configurations. It included all the standard features of
the Torino series, in addition to hidden headlights, a bright rocker panel molding, and the
Brougham crest in the center of the rear deck lid and on the sides of the rear roof pillars. Inside,
the Torinos Broughams possessed luxurious upholstery, with cloth and vinyl seating surfaces
featuring pleated and square-tucked materials, with matching square-tucked materials and
carpeting on the interior side panels. The TORINO script appeared on the top of the interior door
panels and on the right side of the instrument panel. Simulated woodgrain appliqués appeared
on the lower portion of the instrument panels and on the door side panels. With the emphasis on
luxury, the Torino Broughams featured interiors equal to those in the full-size LTD Broughams for
comfort and luxurious appointments.
In most people’s minds, 1971 represents the last year of the true musclecars available from the
major manufacturers. The automakers were no longer able to resist the governmental and
insurance company pressures, and the musclecar era, which officially ended after the 1972
model year, ceased to exist. Even though nearly every manufacturer offered intermediate bodies
with large engines in 1972, they were all forced to run lower compression ratios, due to the
regular gasoline requirement, and output dropped considerably. The result was the
“decalmobiles” which were high-performance only in the eyes of the advertising people.



Sporting only minor trim
updates for 1971, the Torino
continued as one of the best-
looking models ever to emerge
from Dearborn’s styling studios.



Torinos
The intermediate 1971 Torinos were identical to the 1970 models, with two exceptions, a slightly
revised grille and longer laser stripe on the GT models. The Fairlane 500 series was dropped, as
was the Falcon and the two-door sedan model, with the Torino becoming the base trim level. All
engine sizes remained the same as in 1970, although the output of nearly all the engines was
reduced slightly. In 1971, the big 429s were no longer referred to as “Cobra Jets.” They became
“CJ” and “CJ-R” (Ram Air) engines.

As in 1970, all Torinos shared a 117-inch wheelbase and 206.2-inch overall length, and weights
ranged from 3,345 pounds for a six-cylinder equipped four-door Torino sedan, up to 3,700
pounds for a 429-equipped Torino Squire station wagon.


The Torino was the base trim level of the series in 1971, with bright windshield, rear window, and
roof drip rail moldings; “Corporate design” stainless steel hub caps; the FORD name, in block
letters, on the driver’s side of the hood and spaced across the lower rear body panel; a dark-
argent colored ABS plastic grille with bright horizontal dividing bar; and the TORINO designation,
in block letters, along the side of the rear quarter-panels, just above the rear marker lights.
Inside, the Torinos were equipped with all-vinyl upholstery material with matching all-vinyl interior
trim panels, vinyl-coated rubber floor mats, and the TORINO name, in block letters, on a plaque
on the passenger’s side of the instrument panel.

The Torino 500 was the intermediate series for 1971 and included all the standard Torino
features, in addition to the “high series” divided egg-crate style ABS plastic grille, with bright
moldings and the Ford crest in the center; bright wheel well and rocker panel moldings; a bright
molding at the base of the side windows; bright window frames on sedans; the “Torino” crest in
the center of the rear deck lid (except Sportsroof models); a “500” plaque in addition to the rear
quarter TORINO identification; and the TORINO script on the driver’s side of the hood. Inside,
Torino 500s featured cloth and vinyl seating surfaces with matching all-vinyl interior trim panels,
color keyed nylon carpeting, front and rear armrests, and a color-keyed textured metal lower
instrument panel surface.


The Torino Brougham continued as the top trim level, and included all the standard features of
the Torino series, in addition to the 302 two-barrel V-8 engine, a bright lower body side molding
and bright wheel well moldings, the BROUGHAM script on the rear roof pillars, a black textured
insert with bright bars and the TORINO crest in the rear body panel, additional sound deadening
and insulation, and bright wheel covers. Brougham models continued to offer a very luxurious
interior, with cloth and vinyl seating surfaces and interior trim panels, simulated woodgrain
appliqués on the lower portion of the instrument panel and door panel inserts, bright plated
armrest bases, and the deluxe two-spoke steering wheel with simulated woodgrain appliqués.




Using the same body as in 1970, the 1971
Torinos were updated with a new grille and
side trim. The top-line GT package was an
exterior trim option featuring a “laser stripe”
that faded light-to-dark and contrasted with the
body color.
The Sportsroof fastback hardtop was a very
attractive package, especially when adorned
with the GT trim. The rear panel between
the taillights featured a honeycomb insert.
Nevertheless, the blind spot created by the
roof was significant.




Interiors were carryovers from 1970. Bench
seats were standard in GT models, with bucket
seats and a center console optional. Luxury
options such as the tilt steering wheel were
beginning to appear on the intermediate
models.
The beautiful chrome Magnum 500 wheels
really set off the styling of the GT. These
add a sporty appearance to nearly any Ford
product.



The Torino GT continued as the sporty version of the series. In addition to all the standard
features of the Torino series, it included the 302 two-barrel V-8 engine; a special hood with a
wide, nonfunctional hood scoop; bright molding on the rear hood lip; a dark argent rocker panel
molding, with the GT identification on the front fender portion of the molding; dual racing mirrors,
with remote control on the driver’s mirror; “Corporate design” chrome-plated hub caps with trim
rings; taillights recessed behind a black metal latticework insert; a textured black insert on the
face of the Sportsroof’s rear deck spoiler, with the FORD name, in block letters, on the right side
of the insert, and the TORINO script on the right side of the standard rear deck lid on the
convertible, which also included a power-operated top and glass rear window. Inside, Torino GTs
utilized a horizontally pleated all-vinyl upholstery material with matching interior trim panels with a
black textured insert, a black textured lower instrument panel, deluxe two-spoke steering wheel
with simulated woodgrain appliqué, bright armrest bases, and bright trim on the foot pedals.

The Torino Cobra continued to hold its position as the performance model of the series, but with
one major change. The mighty 429 Cobra Jet was replaced with the 351 Cleveland four-barrel V-
8. In addition, Cobras included four-speed manual transmission with Hurst shifter; heavy-duty
suspension with larger stabilizer bar, heavy-duty shock absorbers and springs; dual exhausts;
F70x14 belted Wide Oval white sidewall tires on 14x7 rims; a 55-amp battery; dual note horn; the
low series ABS plastic grille painted flat black with a bright horizontal dividing bar that included
the “Cobra” coiled snake in the center; bright metal wheelwell moldings; argent-colored wheels
with “Corporate design” hub caps; “Cobra” decals along the sides of the rear quarter-panels; and
a flat black painted rear body section, with the “Cobra” emblem in the center and the FORD
name, in block letters, along the right side of the rear deck lid.


Popular Torino options included the 302 two-barrel V-8 engine ($95); the 351C two-barrel V-8
engine ($140); the 351C four-barrel V-8 engine ($188); the 429CJ four-barrel V-8 engine ($374);
the 429CJ-R four-barrel V-8 engine ($531); Cruise-O-Matic three-speed automatic transmission
($217—$238 on Cobras); four-speed manual transmission ($250—standard on Cobra); heavy-
duty suspension ($23); Traction-Loc differential ($48); Drag Pack with 3.91 Traction-Loc
differential ($155); Drag Pack with 4.30 “Detroit Locker” differential ($207); power steering
($115); power front disc brakes ($70); Shaker hood assembly ($65—351C four-barrel V-8 only,
standard on 429CJ-R); 8,000 rpm tachometer ($49); styled steel wheels ($58); chrome Magnum
500 wheels ($158); front bucket seats ($150—GTs and Cobras); center console ($60—GTs and
Cobras); SportSlats ($65—Sportsroof); laser stripes ($39—GTs); push-button AM radio with
antenna ($66); AM/FM stereo radio ($240); vinyl roof ($95); SelectAire air conditioning ($428);
power tailgate window on station wagons ($35); and white sidewall tires ($34).




This 429SCJ-powered 1971 Mustang
coupe is one of just a handful of coupes
built with this engine. (Mike Mueller)
The 429CJ was not common in any 1971
Mustang, but in the plain-Jane coupe, the engine
was extremely rare. Can you imagine pulling up
next to this vanilla beast at a stop light and
having your doors peeled by the little white
coupe? (Mike Mueller)



The 429CJ-R was the most powerful engine available in the 1971 Torinos, with 370 horsepower
at 5,400 rpm, 450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 780
cfm Holley 4150 four-barrel carburetor mounted on a cast-iron intake manifold. The engine block
and cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers
and the matte black Shaker air cleaner top. Also included in this engine package were extra
heavy-duty front and rear springs, shock absorbers and stabilizer bar, “sporty” dual exhausts
(loud) on GT and Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator,
bright engine dress-up kit, 3.25:1 open rear axle, and mandatory optional power front disc
brakes on convertibles. Torinos originally equipped with this engine package have a “J” engine
code on the data tag.



Submitting to insurance
company pressures, Ford
downrated the four-barrel
351C engine to 285
horsepower, although output
actually remained over the
300-horsepower rating from
1970, especially when the
Ram Air system was used.



The 429CJ was the non–Ram Air version of the big engine, with 370 horsepower at 5,400 rpm,
450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 760 cfm Rochester
Quadra-Jet four-barrel carburetor mounted on a cast-iron intake manifold. The engine block and
cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers and
chrome air cleaner top. Also included in this engine package were extra heavy-duty front and
rear springs, shock absorbers and front stabilizer bar, “sporty” (loud) dual exhausts on GT and
Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator, bright engine
dress-up kit, a 3.25:1 open rear axle, and mandatory optional power front disc brakes on GT
convertibles. Torinos originally equipped with this engine package have a “C” engine code on the
data tag.

The most powerful small block V-8 available in Torinos, and standard equipment in the Cobras,
was the 351C four-barrel V-8, with 285 horsepower at 5,400 rpm, 370 ft-lbs of torque at 3,400
rpm, a 10.7:1 compression ratio, and a single 470 cfm 4300 Ford four-barrel carburetor mounted
on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “M” engine code on the data tag.


The standard version of the 351C was the two-barrel, with 240 horsepower at 4,600 rpm, 350 ft-
lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 350 cfm Ford 2100 carburetor
mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos
originally equipped with this engine have an “H” engine code on the data tag.
The 302 two-barrel was the standard V-8 engine available in 1971 Torinos, with 210 horsepower
at 4,600 rpm, 296 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 290 cfm
Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The entire engine was
Ford Corporate Blue. Torinos originally equipped with this engine have an “F” engine code on
the data tag. A special low-compression version of this engine was available, and vehicles so
equipped have a “6” engine code.

The 250ci six-cylinder was the standard engine in Torinos, with 145 horsepower at 4,000 rpm,
232 ft-lbs of torque at 1,600 rpm, a 9.0:1 compression ratio, and a single-barrel carburetor. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “L”
engine code on the data tag. A special low-compression version of this engine was available, and
vehicles so equipped have a “3” engine code.

This was it. The very last true musclecars, even if they were diluted considerably by lower
compression ratios mandated by the Feds’ regular gasoline requirements. General Motors had
lowered the compression on its 1971 models, but Ford and Chrysler had held off until the very
last moment, with compressions as high as 11.7:1 in 1971. For 1972, all that changed however,
with 9.0:1 to 9.5:1 being the accepted standard. Also, the horsepower rating system changed in
1972, going from bhp (brake horsepower) extracted at the flywheel, to net horsepower,
theoretically taking into account all the parasitic options such as power steering, air conditioning,
automatic transmission, etc. The result was ratings approximately 30 percent lower than the
brake horsepower used in previous years. Combined with the lower compression, some engine
ratings dropped by more than 50 percent!


Torinos
The 1972 Torinos were restyled and reengineered from the ground up for 1972, returning to
separate body and chassis configuration, with coil springs on all four corners. The new Torinos
were very rounded in profile, presenting a somewhat bulky shape with a most unusual grille
design. Automotive writer Tom McCahill observed in a late 1971 Popular Mechanics article that
the new Torinos looked like “a landlocked tuna sucking air.” At the rear, a large rear bumper
housed the rectangular taillights. Also, as a result of the total de-emphasis of performance in the
1973 Torino line-up, 1972 will be the last year this model is discussed in any detail.




Though not detailed here, the 1972 LTD
was the last convertible in the full-size line-
up. Roadsters or convertibles had been
produced since the company’s formation in
1903. This example is a very highly optioned
convertible, complete with cornering lamps
and bumper guards.
The radio was returned to the conventional
position in the instrument panel in 1972.
Closed LTDs used very luxurious interior
cloth materials, but convertibles continued to
use all-vinyl seating surfaces.



All 1972 Torinos featured a 114-inch wheelbase on two-doors and 118 inches on four-doors and
wagons. Overall length grew to 203.7 inches for standard Torinos, 207.3 inches for Gran Torino
two-doors and 211.3 inches for four-doors. Station wagons topped 215.3 inches in length. This
was 1.3 inches longer than a 1969 full-size LTD! Weights also ballooned, with a minimum of
3,369 for a six-cylinder equipped Torino two-door, up to 4,042 pounds for a Gran Torino Squire
station wagon.

The Torino was the base trim level, and included bright windshield and rear window moldings;
bright roof drip rail moldings; stainless steel hub caps; the FORD name, in block letters, across
the front of the hood and on the right side of the rear deck lid. Inside, Torinos featured all-vinyl
upholstery material on the seating surfaces and interior trim panels, and color keyed rubber floor
mats.


The Gran Torino was the top trim level for 1972, and included all the standard features of the
base Torino models, plus manual front disc brakes; the GRAN TORINO designation on the right
side of the rear deck lid, lower body side, wheel well and rear deck lid moldings; and a dual note
horn. Inside, Gran Torinos featured cloth and vinyl trim on the seats and interior panels,
color-keyed nylon carpeting, deluxe steering wheel, a trunk mat, and bright trim on the foot
pedals. In addition, Gran Torino Squire wagons also included the 302 two-barrel V-8 engine,
deluxe pleated all-vinyl seats and interior panels, wheel covers, and woodgrain appliqués on the
outer body sides and tailgate.

The Gran Torino Sport, the sporty model of the line with its fastback styling, included all the
standard features of the Gran Torino series, and the 302 two-barrel V8 engine, a unique grille,
simulated hood scoop, and dual racing mirrors. Inside, the Gran Torino Sport featured pleated
all-vinyl seats and interior panels.


Popular Torino series options included the 302 two-barrel V-8 engine ($95); the 351 two-barrel V-
8 engine ($140); the 351 four-barrel V-8 engine ($225); the 400 two-barrel V-8 engine ($194);
the 429 two-barrel V-8 ($327); Cruise-O-Matic three-speed automatic transmission ($217—$238
with 429); four-speed manual transmission with Hurst shifter ($205); Traction-Loc differential
($48); competition suspension package ($31); power steering ($112); power front disc brakes
($70); front bucket seats ($150); Ram-Air hood scoop ($65–351 four-barrel and 429 Gran Torino
H.T. or Gran Torino Sport only), chrome Magnum 500 wheels ($155); laser stripe ($39—two-door
Gran Torino Sport), push-button AM radio and antenna ($64); AM/FM stereo radio ($208); vinyl
roof ($93); power tailgate window on station wagons ($77); and white sidewall tires ($42).



Restyled for 1972, the
new Torino series had
lost much of its
characteristic sleek
silhouette, opting for a
more rounded profile,
which was becoming
popular at the time.
Ford de-emphasized
performance, buckling
to government and
insurance company
pressures. (Phil Hall
Collection)



The 429 two-barrel V-8 was the most powerful engine option for 1972 Torinos, with 205 net
horsepower at 4,400 rpm, 322 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “N”
engine code on the data tag.

The new 400 two-barrel V-8 was the largest small block available for the new Torinos, although it
was not the most powerful, with 163 horsepower at 3,800 rpm, 300 ft-lbs of torque at 3,000 rpm,
an 8.0:1 compression ratio, and a single, 350 cfm 2100 Ford two-barrel carburetor mounted on a
cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “S” engine code on the data tag.


The 351C four-barrel V-8 was the most powerful small block available in 1972 Torinos, with 248
net horsepower at 5,400 rpm, 312 ft-lbs of torque at 3,600 rpm, an 8.0:1 compression ratio, and
a single 470 cfm Ford 4300 four-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “M”
engine code on the data tag.

The least powerful 351C available in 1972 Torinos was the 351C two-barrel V-8, with 159 net
horsepower at 4,000 rpm, 250 ft-lbs of torque at 2,400 rpm, an 8.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “H”
engine code on the data tag.


The 302 was the base V-8 option in 1972 Torinos, with 140 horsepower at 4,200 rpm, 234 ft-lbs
of torque at 2,200 rpm, an 8.0:1 compression ratio, and a single 290 cfm Ford 2100 two-barrel
carburetor mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue.
Torinos originally equipped with this engine have an “F” engine code on the data tag.
The 250ci six-cylinder was the standard engine in 1972 Torinos, with 92 net horsepower at 3,200
rpm, 197 ft-lbs of torque at 1,600 rpm, an 8.0:1 compression ratio, and a single-barrel
carburetor. The entire engine was Ford Corporate Blue. Torinos originally equipped with this
engine have an “L” engine code on the data tag.




The 1972 Mach I
featured new striping and
a new, urethane front
bumper. (Mike Mueller)



Mustang
By 1972, with the increasing pressure from insurance companies, there was some doubt about
the future for cars such as the Mustang. With this in mind, the 1972 Mustangs underwent only
superficial trim updating, with the MUSTANG script on the right side of the rear deck lid and on
the lower portion of the front fenders. The big “killer” engines of the previous years were absent
from the option list, with the 351 H.O. continuing, although diluted to 266 net horsepower this
year. Don’t be misled by this reduced horsepower, though, as a 1972 Mustang equipped with this
engine option was capable of completing the 0 to 60 run in a mere 6.6 seconds! Not too bad for
a strangled “smog motor.” Interestingly, the Ram Air option was available only on the 351W two-
barrel V-8 engine. Try and figure the logic used in that decision!



The coupe continued as the
most popular Mustang body
style in 1972. This pristine red
original shows but 22,000
miles on the odometer. The
original black-centered
hubcaps frequently
disappeared to the corner of
the garage within a few
minutes of purchase by the
original owner.



As in 1971, all 1972 Mustangs shared a 109-inch wheelbase and overall length of 189.5 inches
and weighed from 3,185 pounds for a six-cylinder equipped coup up to 3,400 pounds for the V-8
convertible.

The Mustang was the base trim level for 1972, with bright windshield, rear window, and roof drip
rail moldings, the 250ci six-cylinder engine with floor-mounted three-speed manual transmission,
E78x14 belted black sidewall tires, bright rocker panel and wheel well moldings, black rear body
panel insert with bright moldings, and wheel covers. Inside, 1972 Mustangs included all-vinyl seat
trim and interior panel trim, a “miniconsole,” color-keyed nylon carpeting, courtesy lights, deluxe
two-spoke steering wheel with woodgrain inserts, and cigarette lighter. The convertible models
also included a power-operated top with glass rear window, tinted windshield, bright upper back
panel moldings, and black instrument panel appliqués.




Mach I models used the same interior as
standard Mustang models, with slightly
upgraded trim, such as the sculptured door
panels and two-colored seat covers. A console
was also part of the Mach I interior package.
Mach I Mustangs had a unique gas filler,
positioned between the plastic honeycomb
inserts in the rear panel. They also
continued using the reflective side stripes,
and “Mach I” designation on the trunk and
dual exhausts.




Even the Mach I was becoming more
civilized. The Mach I now used the two-barrel
302 as the standard engine, with the two-
and four-barrel 351s as the options. The
fire-breathing 429s were now history in
Mustangs. (Phil Hall collection)


The Mach I continued as the sporty version of the 1972 Mustang, and included all the standard
features of the Mustang, in addition to the 302 two-barrel V-8 engine; E70x14 bias belted white
sidewall tires; hood choices (with or without scoops—302 V-8 only); color-keyed urethane front
bumper/spoiler; honeycomb ABS black plastic grille with “sportlights” and the Mustang emblem in
the center of the grille, and a matching black honeycomb insert on the rear body panel; black or
argent-colored lower body sides; front and rear valance panels; rear tape stripe with the MACH I
designation; MACH I front fender decals; and stainless steel hub caps and trim rings. When
equipped with the Sports Interior Option, the Mach I featured knitted vinyl seating surfaces with
contrasting vertical stripes, molded door panels with integrated pull handles, carpeting on the
lower door, simulated woodgrain appliqués, full center console with storage compartment, and
the deluxe three-spoke steering wheel.



The standard-level Mustang
interior featured bucket type
seats that provided very little
support but appeared sporty. By
1971, much of the sportiness of
the earlier Mustangs had been
replaced by more luxurious
appointments (Grandé) or by
more Spartan interiors on the
base models.



The Grandé continued as the luxury option for the coupe, and included all the standard Mustang
features, plus dual racing mirrors, with remote control on the driver’s mirror; triple body side
pinstriping; special color-keyed wheel covers; GRANDÉ script on the rear roof pillars and trunk
floor mat. Inside, the Grandé included all the features of the standard Mustang, in addition to
“Lambeth” cloth and vinyl seating surfaces; molded door panels with integrated handles and
armrests; deluxe instrument panel with black “camera case,” simulated woodgrain appliqués and
the GRANDÉ plaque; electric clock; rear ashtray; and bright trim on the foot pedals.

Popular 1972 Mustang options included the 302 two-barrel V-8 engine ($90); the 351C two-
barrel V-8 engine ($132); the 351C four-barrel V-8 engine ($209); the special 351C H.O. four-
barrel V-8 engine ($985—included mandatory options); Cruise-O-Matic three-speed automatic
transmission ($204); four-speed manual transmission with Hurst shifter ($193); Traction-Loc
differential ($44); power steering ($103); power front disc brakes ($62); center console ($53–$97
depending on model); vinyl roof ($79); rear deck spoiler on Sportsroof models ($30); chrome
Magnum 500 wheels ($143); SelectAire air conditioning ($368); Tilt Away steering wheel ($41);
and 3/4 vinyl roof on Sportsroof models ($52).