The Toronado was noted for its transaxle version of GM's Turbo-Hydramatic transmission, making it the first U.S.-produced front-wheel drive automobile since the demise of the Cord 810/812 in 1937.

For production economy, the still-unnamed car was to share the so-called E-body shell with the redesigned 1966 Buick Riviera (then entering its second generation), which was substantially larger than North had envisioned.

[citation needed] Oldsmobile had been working on front-wheel drive since 1958, a project shepherded by engineer John Beltz (who originated the 4-4-2[5] and would later become head of the division).

Oldsmobile engineers selected a conventional, though performance-boosted, Olds 425 cu in (7 L) Super Rocket V8 rated at 385 hp (287 kW) and 475 lb⋅ft (644 N⋅m) of torque.

The chains were made from very strong hardened steel and required no tensioners or idler pulleys because they were pre-stretched on a special machine at the factory.

[2] Rear Toronado suspension was a simple beam axle on single leaf springs, unusual only in having dual shock absorbers, one vertical, one horizontal (allowing it to act as a radius rod to control wheel movement).

[8] Drivers faced a highly stylized steering wheel with a double-delta shaped horn ring which framed the view of an unusual "slot-machine" style speedometer, consisting of a stationary horizontal "needle" and a vertically rotating black drum on which the numerals were printed in white.

[2] Testers found the Toronado's handling, despite its noticeable front weight bias and consequent understeer, was not substantially different from other full-size U.S. cars when driven under normal conditions.

In fact, testers felt that the Toronado was more poised and responsive than other cars, and when pushed to the limits, exhibited superior handling characteristics, although it was essentially incapable of terminal oversteer.

Other than the brakes, the major changes were the replacement of the original 425 cu in (7 L) V8 with the new 455 cu in (7.5 L) in 1968, rated at 375 hp (280 kW) in standard form or 400 hp (298 kW) with the W-34 option, revised rear quarter panels (with small fins to disguise the slope of the rear body in side view) in 1969, and the elimination of hidden headlights and the introduction of squared wheel arch bulges in 1970.

[3] Slight interior cosmetic changes were made for each new model year, and a full-length center console with floor-mounted shifter was available as an extra-cost option with the Strato bucket seats from 1968 to 1970, though few Toronados were so ordered.

The vast majority of customers went for the standard Strato bench seat to take full advantage of the flatter floor resulting from the front-drive layout.

The lack of a "hump" in the floor made three-abreast seating more comfortable than in rear-drive cars, as the center passengers both front and rear did not have to straddle one.

The standard models also had dual exhaust systems, but only a single somewhat hidden outlet running from the muffler exiting rearward on the right side.

Additionally, the subframe design of first-generation Toronados was replaced by a separate body-on-frame similar to full-sized Delta 88 and Ninety-Eight models.

In addition, the Toronado introduced as a novelty what later became a federal mandate in a modified form, two high-mounted taillights above the trunk and below the rear window, which was shared on its platform twin, the Riviera.

The 1971–1978 generation is mainly noted for the early use of two safety features that are now standard on all cars in the United States, the aforementioned high-mounted taillights (although a somewhat similar feature had appeared briefly as an option on the Ford Thunderbird in the late 1960s), and from 1974 through 1976, the Toronado was part of GM's first experimental production run of driver- and passenger-side airbags, which GM named the Air Cushion Restraint System.

The standard interior trim consisted of a choice of cloth or vinyl upholstery and a Custom Sport notchback bench seat with center armrest.

An optional Brougham interior available in cloth, velour or vinyl trims included cut-pile carpeting, door-mounted courtesy lighting and a split 60/40 bench seat with armrest.

From 1974 to 1978, a flat instrument panel (again shared with Delta 88 and Ninety-Eight models) was used that featured a horizontal sweep speedometer flanked by a "Message Center" of warning lights, fuel gauge and shift quadrant, with the other controls in the same locations as in previous years.

[21] The later years of this generation of Toronado saw new features mostly confined to minor styling tweaks to the grille and trim, although in 1977, the XS and XSR models debuted.

Both featured a three-sided, hot wire "bent-glass" rear window[22] and, on the XSR, electric t-tops which slid inwards at the touch of a button.

), due mainly to forthcoming government Corporate Average Fuel Economy standards (implemented beginning with the 1978 model year).

Independent rear suspension (designed by Cadillac engineers) was adopted for the new car, which helped to increase usable rear-seat and trunk space in the smaller body, as well as improved handling over previous Toronados with no sacrifice in ride quality.

[26] This generation Toronado, along with its Riviera and Eldorado cousins, were the last body-on-frame, front wheel drive cars with longitudinally mounted V8 engines.

For 1990, the hood was the only carryover sheet metal as Oldsmobile designers redesigned the body, increasing the overall length by about 12 in (305 mm), enlarging the trunk.

In 1992, General Motors (GM) and Avis Rent a Car pilot tested a GPS navigation system in select rental Troféo models equipped with the touchscreen at the Orlando International Airport in Florida.

The Toronado was ultimately replaced in the lineup in early 1994 by the Aurora sports sedan, which made its debut as a 1995 model and shared its platform with the eighth and final generation of the Buick Riviera.

During the late 1960s (1968–1970), the only Oldsmobile professionally made into a limousine was the Toronado, known as the American Quality Coach (AQC) Jetway 707, with the 707 moniker a nod to the Boeing 707.

Commercials for this vehicle were aired in the Stanley Cup Playoffs final game between the Montreal Canadiens and Toronto Maple Leafs.