It is a sports development carried out under the regulations of the Asociación Corredores de Turismo Carretera, using the IKA Torino production model, manufactured in Argentina between the 1960s and 1980s, as its basis.

This prototype was developed and presented in the mid-1990s, under production standards imposed by ACTC, in order to grant users of the IKA brand (vulgar and directly identified by the name of the Torino model), a new tool to compete under equal conditions in the category, taking into account the sporting situation they lived after, after their debut at the end of the 1960s (in which they would exercise a very notorious dominance between 1966 and 1971), various technical restrictions were imposed that would lead to a drop in performance and their almost subsequent disappearance from the considerations of the riders in the category.

The development of the Tornado was based on an old Continental 226 engine, to which Sampietro applied his theory of the camshaft to the cylinder heads and spheroidal combustion chambers, which ended up reducing its maintenance by 50%, increasing its useful life.

It was thus that for the year 1972 and in a decision that would bring controversy, the Argentine Sports Automobile Commission (CADAD), an entity created by the Argentine Automobile Club to govern the organization of TC competitions, would establish for that season a maximum limit of 3000 cc of displacement, for all the vehicles participating in the division, a decision that clearly had a single favored one, being in this case the users of the Ford brand, a brand that already had an impeller with 3000 cc from the factory.

[8] Beyond this, finally the one who would take advantage of the existence of this project would be the pilot Mario Gómez, who, with the support of the Rectificadora Luján itself, competed between 1995 and 1997 with the engine that Luis Di Palma modified with the Renault 18.

[9] After the poor results obtained in early 1995, Di Palma observed the development that ACTC had been undergoing on the AMC XJ impeller from the Jeep Cherokee production model, for its subsequent homologation and use on Dodge GTX units.

After the adaptation of the Cherokee engine, in which its nominal displacement was modified to meet the requirements of ACTC, new competitors began to be interested in the development of this power plant that would allow them to compete and put the brand back on track.

In the presence of Mario Gómez and Eduardo Nicieza, new pilots would soon join, standing out again among them, the interest of Luis Rubén Di Palma to return to compete for the year 2000 with a new Torino Cherokee, however the tragedy would interpose in his road and a fatal plane crash would truncate his wishes.

The appointment was at the Autódromo Oscar Alfredo Gálvez in the Buenos Aires, where the third son of old Luis would fight to the last consequences, to see his father's dream crystallize, of returning the brand to the top positions.

[11] The evolution of Torino in the TC would be such that it would soon begin to be homologated to also be able to participate in the lower divisions of ACTC, where it would also exhibit good competitive potential, with important results to its credit.

Beyond all, the model would begin to evolve steadily until it reached its first major distinction since the 1971 championships in 2006, when Patricio Di Palma obtained the runner-up of that same year, coincidentally behind a prototype that It carried the same drive unit, as was Norberto Fontana's Dodge Cherokee.

With Oscar Castellano in the motorization and a team led by Alberto Scarazzini and Javier Ciabbatari in the care of the chassis, this Cordovan driver would give a devastating show of competitiveness, winning 2 races in the year and seriously running for the title.