The 1969 Fairlane/Torino saw some cosmetic changes, and there were quite a few performance oriented changes.
Ford performed the typical minor styling adjustments, but overall the 1969 models were similar in appearance to the 1968 models.
The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were restyled on non-fastback models to be similar to the 1969 Ford full-size cars.
 Fastbacks retained the 1968-style taillights and rear panel.
 All models above the Fairlane, had an aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on SportsRoof models.

The number of models produced by Ford increased for 1969, from 14 to 16.
All carryover models were the same as 1968, with the two new models being the "Cobra" 2-door SportsRoof and 2-door hardtop.
Some automotive literature list these models as "Torino Cobra", with the Cobra being a sub-series to the Torino.
The Cobra has the same body code as a Fairlane 500, so some sources refer to these cars as the "Fairlane Cobra".
Most of Ford's literature at the time only used the name "Cobra" without Torino or Fairlane attached.
The car itself did not have any Fairlane or Torino nameplates on its exterior or interior, although 1969 NASCAR entrants were labeled "Torino Cobras."
For the purpose of this article, only "Cobra" will be used, as Ford marketed the car as such in 1969 without Fairlane or Torino attached.

The engine line-up was slightly revised for 1969.
All models, except Torino GTs and Cobras, came standard with a new larger 250 cu in (4.1 L) I-6 engine.
The larger displacement produced more power and torque than the 200 cu in (3.3 L) engine.
Optional engines included the 302 cu in (4.9 L)-2V (standard on GTs), the new for 1969 351 cu in (5.8 L)-2V Windsor, 351-4V Windsor, 390 cu in (6.4 L)-4V, and the 428 cu in (7.0 L)-4V Cobra Jet (standard on Cobras).
The 428 CJ was available with or without the Ram Air Induction package, however, those with Ram Air still carried the same advertised power rating.
The 428 CJ without Ram Air, came with the following items: 80-ampere heavy-duty battery, 3.25:1 open differential, heavy-duty cooling package, 55-ampere alternator, chrome valve covers and dual exhaust.
The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop.
With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender.
The 428 Cobra Jet had a 735 cfm Holley four-barrel carburetor.

The 428 CJ was no longer the top engine choice; superseded by the 428-4V Super Cobra Jet (SCJ).
This engine was specifically designed for drag racing, and it was included with the "Drag Pack" option package.
The Drag Pack option package could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V, and would transform either engine into a Super Cobra Jet.
Included with 428 SCJ were cast pistons, a nodular controlled cast-iron crankshaft casting 1UA or 1UA B with an external weight on the snout behind the balancer, 427 (LeMans) capscrew connecting rods, an engine oil cooler, and either a 9 in (230 mm) rear axle with 3.91:1 gears and a Traction-Lock limited slip or 4.30:1 gears with a Detroit Locker.
The Detroit Locker and the oil cooler were industry exclusives to Ford.
This package did not change Ford's advertised power rating of 335 hp (250 kW).

The Cobra was Ford's attempt at making a muscle car package that focused on performance features.
As a result, the Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires.
The Cobra had a blacked out grille, hood lock pins, and "Cobra" emblems.
 A hood scoop was standard on Ram Air equipped Cobras, while a non-functional scoop was optional on other Cobras.
Early Cobras had a large "Cobra" decal on the front fenders, but this was later replaced with a metal emblem.
The Cobra was Ford's response to the successful Plymouth Road Runner, which was a high-per
The 1969 Fairlane/Torino saw some cosmetic changes, and there were quite a few performance oriented changes. Ford performed the typical minor styling adjustments, but overall the 1969 models were similar in appearance to the 1968 models. The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were restyled on non-fastback models to be similar to the 1969 Ford full-size cars.  Fastbacks retained the 1968-style taillights and rear panel.  All models above the Fairlane, had an aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on SportsRoof models.
The number of models produced by Ford increased for 1969, from 14 to 16. All carryover models were the same as 1968, with the two new models being the "Cobra" 2-door SportsRoof and 2-door hardtop. Some automotive literature list these models as "Torino Cobra", with the Cobra being a sub-series to the Torino. The Cobra has the same body code as a Fairlane 500, so some sources refer to these cars as the "Fairlane Cobra". Most of Ford's literature at the time only used the name "Cobra" without Torino or Fairlane attached. The car itself did not have any Fairlane or Torino nameplates on its exterior or interior, although 1969 NASCAR entrants were labeled "Torino Cobras." For the purpose of this article, only "Cobra" will be used, as Ford marketed the car as such in 1969 without Fairlane or Torino attached.
The engine line-up was slightly revised for 1969. All models, except Torino GTs and Cobras, came standard with a new larger 250 cu in (4.1 L) I-6 engine. The larger displacement produced more power and torque than the 200 cu in (3.3 L) engine. Optional engines included the 302 cu in (4.9 L)-2V (standard on GTs), the new for 1969 351 cu in (5.8 L)-2V Windsor, 351-4V Windsor, 390 cu in (6.4 L)-4V, and the 428 cu in (7.0 L)-4V Cobra Jet (standard on Cobras). The 428 CJ was available with or without the Ram Air Induction package, however, those with Ram Air still carried the same advertised power rating. The 428 CJ without Ram Air, came with the following items: 80-ampere heavy-duty battery, 3.25:1 open differential, heavy-duty cooling package, 55-ampere alternator, chrome valve covers and dual exhaust. The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop. With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender. The 428 Cobra Jet had a 735 cfm Holley four-barrel carburetor.
The 428 CJ was no longer the top engine choice; superseded by the 428-4V Super Cobra Jet (SCJ). This engine was specifically designed for drag racing, and it was included with the "Drag Pack" option package. The Drag Pack option package could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V, and would transform either engine into a Super Cobra Jet. Included with 428 SCJ were cast pistons, a nodular controlled cast-iron crankshaft casting 1UA or 1UA B with an external weight on the snout behind the balancer, 427 (LeMans) capscrew connecting rods, an engine oil cooler, and either a 9 in (230 mm) rear axle with 3.91:1 gears and a Traction-Lock limited slip or 4.30:1 gears with a Detroit Locker. The Detroit Locker and the oil cooler were industry exclusives to Ford. This package did not change Ford's advertised power rating of 335 hp (250 kW).
The Cobra was Ford's attempt at making a muscle car package that focused on performance features. As a result, the Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires. The Cobra had a blacked out grille, hood lock pins, and "Cobra" emblems.  A hood scoop was standard on Ram Air equipped Cobras, while a non-functional scoop was optional on other Cobras. Early Cobras had a large "Cobra" decal on the front fenders, but this was later replaced with a metal emblem. The Cobra was Ford's response to the successful Plymouth Road Runner, which was a high-per
Ford Torino