Visually almost a ’68, but with new engines and 16 different model variants. Here are a few sample pictures of the respective models:
|4-door station wagon|
|Engines:||250 cid (4.097ccm)||straight-six engine|
|302 cid (4.949ccm)||V8 Windsor|
|351 cid (5.752ccm)||V8 Windsor|
|390 cid (6.391ccm)||V8 FE-Series|
|428 cid (7.014ccm)||V8 FE-Series|
|Transmission:||3-speed manual transmission|
|4-speed manual transmission|
|Wheelbase:||116,0 in (2.946mm)|
|113,0 in (2.870mm) - station wagon|
|Length overall:||201,0 in (5.105mm)|
|203,9 in (5.179mm) - station wagon|
|206,0 in (5.232mm) - Talladega|
|Width overall:||74,6 in (1.895mm)|
|Curb Weight:||3.010 – 3.556 lb (1.365 1.613 KG)|
Visually, not much was changed in 1969, but the engines were redesigned. The ’69 models are visually recognizable only by small changes. The front grille has been revised, the waist slipped further down and the taillights are more square-shaped. The model range grew from 14 to 17. Added to the Cobra Coupe with hatchback and a 2-door hardtop (without B-pillar). Most car literatures refer to the Torino Cobra only as Cobra, without Fairlane or Torino. However, the Cobra has the same type number as the Fairlane 500, so many named it Fairlane Cobra. The car itself has no Fairlane or Torino emblems, inside and outside. In NASCAR cars were also listed as Torino Cobra.
The engine pallet has been modified. As a production engine, the 250cid inline six-cylinder was introduced, this has more power and torque than the 200cid inline six. The 302cid double carburetor V8 was available in series for the GTS and also for the rest. New were the 351cid 2V and 351cid 4V Windsor engines, the 390cid 4V and the 428cid Cobra Jet. The 428 was now available with or without ram-air, but the engines were rated with ram-air (a forced draft air-scoop) with the same performance as without. The 428 without ram-air was delivered with a 80 amp battery, a 3.25:1 open differential, large radiator, 55 amp alternator, chrome valve covers and twin tube exhaust. In the 428er with Ram-Air the differential was replaced by a 3.50:1. Another difference were the emblems. Models with ram-air had “428 Cobra Jet” on the fenders, without ram-air had only “428” emblems.
But Ford put it on. The top engine was now a 428er 4-speed carburetor, called “Super Cobra Jet” (short: SCJ). This engine was designed specifically for drag races and the overall package was called a “drag pack”. It was available with and without ram-air. Ford gave a performance of 335 HP (340 hp / 250KW), which should be a bit understated.
The Cobra was an exciting new car and fitted perfectly with the muscle car scene. Stiffer suspension, 4-speed manual and F70-14er tires (about 215/70) were standard. The grille was not chrome but dark. Early Cobra had a large “Cobra” sticker on the fenders, this was replaced by metal emblems later. The Cobra was Ford’s response to the successful Plymouth Road Runner, which had a high performance at low cost. When testing a Cobra with Ram-Air of the magazine “Road Test”, the car made it to 15.07 seconds and 95.74 mph (154.08 km / h) over the quarter mile. However, a missing tachometer and the manual transmission was criticized.
The Torino GT remained relatively unchanged. On the hood came a GFK-Hood scoop, which, served only the optics. This was only used in the 428 Ram-Air. For the GT you could order all extras of the Cobra, but was marketed more as a luxury sports car. In 1969, the so-called Torino Talladega was introduced, which was used in the NASCAR. As in the pictures (just click on it in the top right corner) you can see the flattened, pointed front part. This small change significantly improved air resistance.
129,004 Torinos and 237,857 Fairlane were manufactured in 1969, was slightly below the figures of the previous year. The majority of the Torinos was the GT, for the Cobra is unfortunately no exact number known, since Ford did not use an own key number.