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Ford Muscle Cars of 1972 and 1973
The Curtain Falls on an Era
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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!
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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.
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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.
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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.
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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.
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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.
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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).
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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)
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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.
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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.
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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.
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The 1972 Mach I
featured new striping and
a new, urethane front
bumper. (Mike Mueller)
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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!
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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.
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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.
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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.
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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.
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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)
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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.
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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.
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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).
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Previous
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This has been a sample page from
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Super '60s Fords - The Inside Story of the
Most Powerful Fords Ever Built
by John Smith
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In the ‘50s, Detroit built cars with style in mind . . . but as the
‘60s arrived, a younger group of car buyers had another
thing in mind: Performance! Ford Motor Company met that
demand with some of the fastest and most powerful cars on
the street. In this book, John Smith covers the entire Ford
performance story in the ‘60s, -- and not just Mustangs and
Cobras, but Galaxies, Torinos, Falcons, Fairlanes, Shelbys,
Mavericks, and every other Ford that got extra horsepower
stuffed under its hood in this fast-moving decade. Models are
covered year by year, from the Supercharged T-birds of
1957 to the last gasp of the muscle car era in 1973, and
everything in between. Performance engines and stats are
listed for each year, and an informative appendix includes
information on deciphering VIN tags and parts codes.
With 200 black and white and more than 100 outstanding
color photos, this book has the images and information that
Ford fans want on their favorite performance models, from
supercharged Y-blocks to Boss 429s.
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Click below to view sample
pages from each chapter.
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Chap. 1 -1957 The Foundation
Chap. 2 -1958 352 Big Block
Chap. 3 -1959 High Style
Chap. 4 -1960 New Ideas
Chap. 5 -1961 Back to Tradition
Chap. 6 -1962 Legends
Chap. 7 -1963 Fast Backs
Chap. 8 -1964 The First Mustang
Chap. 9 -1965 Big Changes
Chap. 10 -1966 Beat Goes On
Chap. 11 -1967 Changing Guard
Chap. 12 -1968 428 Cobra Jet
Chap. 13 -1969 Boss 302 & 429
Chap. 14 -1970 429CJ & SCJ
Chap. 15 -1971 Last of Breed
Chap. 16 -1972 - 73 End of Era
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This is without a doubt one of the best books about
Ford muscle cars ever written!
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Soft bound
8-1/2 x 11
160+ pages
200 b/w photos
100+ color photos
Item #SA25
Price: $22.95
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Click here to buy now!
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This is a book any Ford enthusiast will enjoy to read over and over.
Read the sample pages to learn more.
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Other items you might be interested in
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Ford Galaxie & LTD Gold Portfolio 1960--1976
Contemporary road and comparison tests, specification and technical
data, driver's reports, long-term tests, new model introductions. 176
pages, 475 pictures and illustrations. Softbound.
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Price:
$29.95
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Ford Torino Performance Portfolio 1968 - 1974
This 136 page book includes road & comparison tests, performance
data, full specifications, model introductions, historical information &
restoration advice. The 34 articles in this book are sourced from Car
and Driver, Car Craft, Car Life, Cars, Circle Track, Classic American,
Ford Motor Co., Motor Trend, & others.
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Price:
$22.95
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Mustang Muscle Portfolio 1967-1973
Road and comparison test, specifications, and model introductions on
the Shelby GT 350 & 500; 390 GT; 428 Cobra Jet; Tunnel Port; Mach
1, 351, 428, 429; Boss 302, 351, 429; Grande; and 351 HO. 140 pgs.,
over 250 b&w photos. Sftbd.
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Price:
$22.95
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Shipping is combined and discounted for multiple item purchases!
Buy more and save on shipping!
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MRE
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