Ford Thunderbird
| Ford Thunderbird | |
|---|---|
| File:T-bird.png | |
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1955-1997 2002-2005 |
| Body and chassis | |
| Class | Personal luxury car |
| Layout | FR layout |
The Ford Thunderbird is a car manufactured in the United States by the Ford Motor Company. It entered production for the 1955 Ford Thunderbird model year as a two-seater sporty car; unlike the similar Chevrolet Corvette, the Thunderbird was never sold as a full-blown sports car. Ford described it as a personal luxury car, a description which named a new market segment. In 1958, the Thunderbird gained a second row of seats. Succeeding generations became larger until the line was downsized in 1977 and again in 1980. Sales were good until the 1990s, when large 2-door coupes became unpopular; production ceased after 1997. In 2002, a revived 2-seat model was launched, which was available through the end of the 2005 model year.
Genesis
Three men are generally credited with creating the original Thunderbird: Lewis D. Crusoe, a retired GM executive lured out of retirement by Henry Ford II; George Walker, chief stylist and a Ford vice-president; and Frank Hershey, a Ford designer. Crusoe and Walker met in France in October 1951. Walking in the Grand Palais in Paris, Crusoe pointed at a sports car and asked Walker, 'Why can’t we have something like that?'
Walker promptly telephoned Ford's HQ in Dearborn and told designer Frank Hershey about the idea. Hershey took the idea and began working on the vehicle. The concept was for a two-passenger open car, with a target weight of 2525 lb (1145 kg), an Interceptor V8 engine and a top speed of over 100 mph (160 km/h). Crusoe saw a painted clay model on May 18, 1953, which corresponded closely to the final car; he gave the car the go-ahead in September after comparing it with current European trends.
Unlike the Corvette, the Thunderbird was never a full-blown sporting vehicle; Ford's description was personal luxury car, and the company essentially created this market segment.
Naming
There was some difficulty in naming the car, with suggestions ranging from the exotic to the ridiculous (Hep Cat, Beaver, Detroiter, Runabout, Arcturus, Savile, El Tigre, and Coronado). Crusoe offered a $250 suit to anyone who could come up with a better name.
Stylist Alden "Gib" Giberson submitted Thunderbird as part of a list. Giberson got the idea during a lightning storm when he saw an illusion of a bird getting hit by lightning,but this happened because of his view. Giberson never claimed his prize, settling for a $95 suit and an extra pair of trousers from Saks Fifth Avenue.
According to Palm Springs Life magazine, the car's final name came not from the Native American symbol as one might expect, but from an ultra-exclusive housing tract in what would later be incorporated as Rancho Mirage, California: Thunderbird Heights.
Generations
1955-1957 "Classic Birds" or "Little Birds"
| First generation "Classic Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1955-1957 |
| Assembly | Dearborn, Michigan |
| Body and chassis | |
| Body style | 2-door, 2-seat convertible with removable hardtop |
| Powertrain | |
| Engine | 292 in³ Y-block V8 312 in³ Y-block V8 |
The car was shown at the Detroit Auto Show on February 20, 1954. The first production car came off the line on September 9, 1954, and went on sale on October 22, 1954 as a 1955 model, and sold briskly; 3,500 orders were placed in the first ten days of sale. Ford had only projected building 10,000; eventual 1955 sales were 16,155.
As standard, the 1955 Ford Thunderbird included a removable fiberglass top; a fabric convertible top was an option, although commonly specified. The engine was a 292 Y-block V8. The car had fender skirts. The exhaust pipes exited through twin bumper guards, which are bolted to the rear bumper.
For the 1956 model, more trunk space was added, the spare wheel was mounted outside, the exhausts were moved to the ends of the bumper, and air vents were added behind the front wheels to improve cabin ventilation. To improve rear-quarter visibility with the removable hardtop in place, "porthole" windows were made available as a no-cost option. An optional 312 Y-block V8 was made available for those that wanted more performance. 1956 sales were 15,631, the lowest of all three 2-seater Thunderbird model years.
For 1957, a more radical restyle was performed. The front bumper was reshaped, the grille and tailfins were made larger, and larger tail-lights were fitted. The spare wheel moved inside the trunk again, which had been redesigned to allow it to be mounted vertically. The side "Thunderbird" script moved from the fins to the front fenders. The later British Anglia bore an uncanny resemblance to it. The Corsair was heavily influenced by the later "Bullet bird" of 1961-63. As well as the standard 292 and 312 engines, versions of the 312 were produced in higher states of tune, and even a few McCulloch supercharged versions, rated at 300 and 340 hp respectively. 1957 sales were 21,380, including three extra months of production because the 1958 models were late. The 1957 Thunderbird would be the last two-seater Ford ever built and sold to the public until the 1982 Ford EXP sport compact car.
1958-1960 "Square Birds"
| Second generation "Square Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1958-1960 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe 2-door convertible |
| Powertrain | |
| Engine | 352 in³ FE V8 430 in³ MEL V8 |
Although the original Thunderbird was successful, the corporation's executives -- particularly Robert McNamara -- felt its sales volume was small. Market research suggested that sales were limited by its two-seat configuration, making it unsuitable as an only car for families. The second generation, introduced for the 1958 model year, was designed as a four-seat car.
The four-seat Thunderbird was designed with unibody construction, eschewing a separate chassis. The intent was to allow the maximum interior space in a relatively small exterior package. The new Thunderbirds were produced at a new assembly plant at Wixom, Michigan, built as part of a corporate expansion plan to increase the sales of up-market cars (Mercurys, Lincolns, and Thunderbirds).
The new Thunderbird had a distinct new styling theme. The look earned this generation the nickname "Square Bird." The design was driven entirely by the styling department and approved before the engineering was considered. The design was one of two proposed, styled primarily by Joe Oros, who later worked on the Ford Mustang; the losing proposal, by designer Elwood Engel, was reworked in size to become the 1961 Lincoln Continental.
The new Thunderbird was nine inches (230 mm) lower than the standard American car of the time, at 52.5 in (1.33 m), with only 5.8 in (147 mm) of ground clearance. The significant transmission tunnel intrusion required to fit the powertrain into such a low car was turned into a styling feature by covering it with a large, full-length center console dividing the front and rear seats and containing ashtrays, switches, and minor controls.
Beneath the monocoque construction, the remainder of the engineering was conventional. Ford's new FE-series engine was used, with 352 in³ (5.8 L) displacement. Standard transmission remained a three-speed manual transmission, with optional overdrive or Cruise-O-Matic three-speed automatic transmission. Front suspension was independent, with coil springs and unequal-length A-arms. The rear was initially a live axle suspended by coil springs, which were intended to be interchangeable with optional air springs that were cancelled before production. Drum brakes were used at all four wheels.
Various delays conspired to have production start only on December 20, 1957, much later than the normal September start; the 1957 Thunderbird was thus built for three extra months.
The new Thunderbird captured Motor Trend's Car of the Year award in its debut season. While many fans of the earlier, two-seat Thunderbirds were not happy with the new direction, Ford was vindicated with sales figures of 37,892, more than double the previous year despite losing three months of production and 1958 being a very poor year for car sales—the Thunderbird was one of only two cars to show a sales increase that year (the other being the Rambler). Only 2,134 convertibles were built, mostly because the convertible model did not become available until June 1958.
For the 1959 model year, Ford made changes to the front, rear, and side ornamentation, and made leather upholstery available for the first time. The rear suspension was revised, discarding coil springs for Hotchkiss drive, with parallel leaf springs. A new engine, the 430 in³ (7.0 L) MEL-series, was available in small numbers. Sales almost doubled again, to 67,456 units, including 10,261 convertibles. Thunderbird advertising in 1959 targeted women in particular, showing glamorous models in country club and other exclusive settings, and the sales figures bore out Ford's marketing plans.
1960's sales figures hit another record: 92,843 units sold, including 11,860 convertibles. A rare option in this year was a sunroof; this "Golde Edition" (Golde was a German company whose sunroof patent Ford licensed) sold 2,530 examples.
1961-1963 "Bullet Birds"
| Third generation "Bullet Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1961-1963 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe 2-door convertible |
| Powertrain | |
| Engine | 390 in³ FE V8 406 in³ FE V8 427 in³ FE V8 |
1961 saw new and much sleeker "Bullet Bird" styling. Sales were strong, if not quite up to record-breaking 1960, at 73,051 including 10,516 convertibles. A new, larger 390 in³ (6.4 L) FE-series V8 was the only engine available (in 1961). The Thunderbird was 1961's Indianapolis 500 pace car, and featured prominently in US President John F. Kennedy's inaugural parade, probably helped along by the appointment of Ford executive Robert McNamara as Secretary of Defense.
1962 saw strong production figures of 78,011 (including 9,884 convertibles) and the introduction of the Thunderbird Sports Roadster. A new optional engine was introduced this year, the 406, with up to 405 gross hp available; this engine was exclusive to the Thunderbird in it's two years of production. This model included a tonneau cover that covered the rear seat area, effectively transforming the car into a two-seater model, as well as Kelsey-Hayes wire wheels and special trim. Despite its appealing appearance, which earned a number of high-profile sales, including the model owned by Elvis Presley, its impracticality and high price led to poor sales. The tonneau cover was available through the 1964 model year, but few were sold.
Also introduced in 1962 was the Landau model, with a vinyl roof and simulated S-bars on the rear pillars. This was the beginning of the 1960s/1970s fashion for vinyl roof treatments, and a vinyl roof was a popular Thunderbird feature for the next twenty years.
1963's numbers were down at 63,313. 1963 saw the introduction of another optional engine on top of the 406, the 427. This was Ford's ultimate engine, making 425 rated gross hp with dual four barrel carburetors. The Landau became the number 2 model after the standard hardtop, at 12,193 sold, while a Limited Edition "Principality of Monaco" Landau model, personalized with a plaque displaying the owner's name and the car's limited production number, were limited to and sold 2,000 units. They all came with special white leather interior and a rose colored vinyl padded roof with Landau irons. Only 5,913 convertibles and 455 Sports Roadsters sold, indicating a decline in convertible popularity at the time.
1964-1966 "Flair Birds"
| Fourth generation "Flair Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1964-1966 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe 2-door convertible |
| Powertrain | |
| Engine | 390 in³ FE V8 427 in³ FE V8 428 in³ FE V8 (1966) |
For 1964 the Thunderbird was restyled in favor of a more squared-off, "formal" look. The Thunderbird's sporty image had by that time become only an image. The standard 390 cu. in. 315 bhp engine needed nearly 11 seconds to push the heavy T-bird to 60 mph (96 km/h), although with enough room a top speed of about 120 mph (200 km/h) was obtainable. The softly sprung suspension allowed considerable body lean, wallow, and float except on smoothly surfaced highways; there was an export suspension package available as special order. Contemporary testers felt that the Buick Riviera and Pontiac Grand Prix were substantially more roadable cars, but the Thunderbird remained the leader of the market segment.
The revised 'bird was initially offered as a hardtop, a convertible, or Landau, with vinyl roof and simulated landau irons. The tonneau cover and wire wheels of the Sports Roadster remained available as a dealer-installed option, although only 50 were sold. Total 1964 sales were excellent: 92,465, up nearly 50% from the previous year.
Several features intended for the new generation were delayed until 1965, when front disc brakes became standard equipment and sequential turn signals were added. The latter feature flashed the individual segments of the broad, horizontal tail lights in sequences from inside to outside to indicate a turn. The delay resulted from legal difficulties with various U.S. state laws on vehicle lighting. Sales, impacted by increasing competition (including from Ford's own Mustang), dipped to 74,972.
For 1966 the larger, 428 cu. in. (7.0 L) V-8 became optional, rated at 345 gross horsepower (257.4 kW) and providing a notable improvement in 0-60 acceleration (to about 9 seconds). A new Town Hardtop model was offered, featured a roof with blind quarter panels for a more 'formal' look (at the cost of rear visibility). The Landau model was replaced by the Town Landau, which retained the previous model's padded roof and landau S-bars, but applied them to the Town Hardtop's formal roof. The Town Landau was by far the best-selling model, accounting for 35,105 of the 1966 model's 69,176 sales.
There was a very rare special order 427 available through certain ford dealers for 1963-1965 Thunderbirds, 120 of these 'high performance' T-birds were made. Only 6 are still known to exist today. See the articles on the left of a 427 T-Bird, it is documented that Bob Tasca, a well known drag racer of the 60's, ordered a factory fitted 427 1964 T-bird that was said to do 0-60 mph in 6 seconds flat with a top speed of 135 mph. There is a link at the bottom of this page to another 427 T-bird.
A black 1964 "Flair 'Bird" convertible later had a major role in the TV series Highlander: The Series as protagonist Duncan Macleod’s main mode of transportation.
A green 1966 Thunderbird convertible was prominently featured in the 1991 film Thelma & Louise, starring Susan Sarandon and Geena Davis, and directed by Ridley Scott.
1967-1971 "Glamour Birds"
| Fifth generation "Glamour Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1967-1971 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe 2-door landau 4-door pillared hardtop landau |
| Related | Lincoln Continental Mark III |
| Powertrain | |
| Engine | 390 in³ FE V8 (1967-68) 428 in³ FE V8 (1967) 429 in³ 385 V8 (1968-71) |
This fifth generation saw the second major change of direction for the Thunderbird. The Thunderbird had fundamentally remained the same in concept through 1966, even though the styling had been updated twice. The introduction of the Ford Mustang in early 1964 had, however, challenged the Thunderbird's market positioning. It, like the Thunderbird, was a small, two-door, four-seater with sporting pretensions, but it was substantially cheaper. The Thunderbird's sales suffered. Ford's response was to move the Thunderbird upmarket, while some fans of the classic Thunderbird consider 1966 to be the last year of interest.
For 1967 the Thunderbird would be a larger car, moving it closer to Lincoln as the company chose to emphasise the "luxury" part of the "personal luxury car" designation. Ford chose to abandon the Thunderbird's traditional unibody construction for this larger car, turning to a body-on-frame method with sophisticated rubber mountings between the two to reduce vibration and noise.
The convertible, increasingly a slow seller, was dropped. Instead, the company introduced a four-door model. The rear doors were backward-opening suicide doors as on the 1960s Lincoln Continental. The four-door would remain available through 1971 but never generated substantial sales.
The new 1968 Lincoln Continental Mark III was based on the four-door Thunderbird chassis, and from that point until the late Nineties, Thunderbirds and Continental Marks were generally related cars, the Thunderbird following the Mark's growth to enormity in the 1972 model year. The Mercury Cougar also often shared components.
The 1967 styling would be radically different from what came before. Ford's stylists delivered a radical shape that in many ways anticipated the styling trends of the next five years. A gaping wide "fishmouth" front grille that incorporated hidden headlights was the most obvious new feature. The look was clearly influenced by the intakes on jet fighters such as the F-100 Super Sabre, and was enhanced by the flush-fitting front bumper incorporating the bottom "lip" of the "mouth". The sides were the barrel-like "fuselage" style that was very popular during this period. The belt line kicked up "coke-bottle" style after the rear windows, again a styling trait that would prove ubiquitous. Large C-pillars (and a small "formal" rear window on the 4-door) meant poor rear visibility but were the fashion of the time. The taillights spanned the full width of the car, and featured, as in previous Thunderbird models, sequential turn signals.
1970: Although sharing the same platform and many of the same parts of the 1967-69 models the 1970 Thunderbird saw a major change to its style: a big eagles beak out front! Offered in coupe or sports-back models, all 1970-1971 Thuderbirds had prominent angular lines on the hood leading to a jutting tip, that also formed the center of the grill work, that was not a too thinly diguised bird beak. The T-brid for these two years had its most animlistic look that was fairly aggressive in appearance. Semon "Bunkie" Knudsen, the former GM man now President of Ford, is said to be responsible for this dramatic change, as a result some have come to call the 1970/71 models 'Bunkie Beak Birds'. As with the 1967-69 models, the 1970-71 models had sequential turn signals incorparted into the full panel tail lights in the rear of the vehicle.
In 1971, Neiman Marcus offered "his and hers" Thunderbirds in its catalog, with telephones, tape recorders and other niceties. They retailed for US$25,000 for the pair.
1972-1976 "Big Birds"
| Sixth generation "Big Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1972-1976 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe |
| Related | Lincoln Continental Mark IV Mercury Cougar |
| Powertrain | |
| Engine | 429 in³ 385 V8 460 in³ 385 V8 |
These were the biggest Thunderbirds produced. They housed massive 429 in³ (7.0 L) or 460 in³ (7.5 L) V8 engines. These cars weighed in at around 5000 lb (2250 kg). They were the kings of the road. Unfortunately, due to their enormous proportions and large engines gas mileage was abysmal. These cars averaged anywhere from 8 to 12 miles per gallon (29.4 to 19.6 L/100 km) depending on driving conditions. With the 1973 oil crisis taking its toll on the United States, automobiles where forced to downsize and become more efficient.
1977-1979 "Torino Birds"
| Seventh generation "Torino Birds" | |
|---|---|
| "Torino Birds" Ford Thunderbird | |
| Overview | |
| Production | 1977-1979 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door hardtop coupe |
| Related | Ford LTD II Lincoln Continental Mark V Mercury Cougar |
| Powertrain | |
| Engine | 302 in³ Windsor V8 351 in³ 351M V8 400 in³ Cleveland V8 |
For the 1977 through 1979 model years, the Thunderbird nameplate was shifted to the smaller chassis that had underpinned the discontinued Ford Torino and the LTD II, as Ford's first effort at downsizing the car. The squarer, sharper styling was popular, and this generation of Thunderbird sold well, helped by a $2,700 drop in price from the previous year.
Compared to the enormous 1972-1976 T-Birds, the car lost 10 inches of length and 900 lb of weight, while height and width were essentially unchanged. A substantial part of the weight reduction was in the drivetrain, where a small-block V8 replaced the heavy big-block V8 of previous years.
The standard engine outside of California was the Ford 302 Windsor (5.0 L), while the larger 351M (5.8 L) or 400 (6.6 L) were available as options. In California, the 351 was the only engine available. Although power was definitely down by 1977, the lighter car did compensate.
1980-1982 "Box Birds"
| Eighth generation "Box Birds" | |
|---|---|
| Overview | |
| Production | 1980-1982 |
| Assembly | Lorain, Ohio |
| Body and chassis | |
| Body style | 2-door coupe |
| Platform | Ford Fox platform |
| Related | Ford Fairmont Ford Mustang Mercury Capri Mercury Cougar Mercury Zephyr Ford Granada |
1980 saw a new Thunderbird that was little more than a sedan with nicer trim; though in post-fuel-crisis America. The 1980 Thunderbird was a unibody car, weighing 800 lb (363 kg) less than the 1979 model, and was 17 in. (432 mm) shorter. It was based on the new Fox platform, and the lighter weight resulted in better gas mileage.
The Box Birds were not well received by the general public. T-Bird didn't come with aggressive engine options. It had a base 3.8 L V6 with an optional 4.2 L V8, or a 130 horsepower 5.0 L V8. Mercury's own version of this car was the Cougar. The Box Birds possessed a unique body style that was all their own, with squarish upright lines favored by Ford design vice-president Eugene Bordinat.
They were luxuriously appointed, and fuel efficient for their size. The six cylinder models were known to get up to 30 US mpg with the 5.0L V8 models getting 25 US mpg with the Ford AOD transmission and 3.08 rear axle ratio. The 1980–1982 Thunderbirds offered vacuum operated flip-up headlights, and were the only Fox-body cars to have them. Digital instrumentation was also available, along with a variety of trim packages from which to choose. Recaro bucket seats were optional, and power windows were available. Though somewhat underpowered, they drove well, could easily keep pace with traffic on the open road, and offered considerable luxury in their size class.
Power was somewhat scarce due to the new emissions control laws coming into effect in the late 1970s, resulting in the biggest engine, the 5.0L V8, making only 130 horsepower.
1983-1988 "Thunder Chicken"
| Ninth generation "Aero Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1983-1988 |
| Assembly | Lorain, Ohio |
| Designer | Jack Telnack |
| Body and chassis | |
| Body style | 2-door coupe |
| Platform | Ford Fox platform |
| Related | Ford LTD Ford Mustang Lincoln Continental Mark VII Mercury Capri Mercury Cougar Mercury Marquis |
| Powertrain | |
| Engine | 2.3 L Lima I4 (turbo) 3.8 L Essex V6 5.0 L Windsor V8 |
| Transmission | 4-speed automatic 5-speed manual |
| Dimensions | |
| Wheelbase | 104.2 in |
| Length | 202.1 in |
| Width | 71.1 in |
| Height | 53.4 in |
1983 saw a much improved and aerodynamic car and the launch of the Turbo Coupe, and a much sportier image. Reputedly, in 1980 following a change in leadership, the new chief designer Jack Telnack was asked by executive Don Petersen "is this what you would want in your driveway?" Telnack's negative response prompted a redesign of the Thunderbird with the aero style that subsequently flowed on through the Taurus and various Lincolns. In 1987, the Ford Thunderbird Turbo Coupe was redesigned and came with such notable features as automatic ride control, anti-lock brakes, and the intercooled turbocharged engine from the Ford Mustang SVO. All this resulted in a personal luxury car that produced 190 horsepower (142 kW) from a 2.3 L 4-cylinder engine and had a 146 mph top speed. The Turbo Coupe was Motor Trend's Car of the Year for 1987.
The 1983 Ford Thunderbird was built on the same "Fox platform" as many other Ford products including the 1980-82 Thunderbird and the Ford Mustang. Unlike the previous generation T-Bird, the new-for-1983 model was redesigned with a more aerodynamic look. The drag coefficient of this body style was a mere 0.35. The 1983 T-Bird came in base, Heritage, and Turbo Coupe models. Both the base and the Heritage came standard with a 3.8 L (232 in³) Essex V6 that produced 110 horsepower (82 kW) mated to a 3 speed automatic. A new 5.0 L (302 in³) Windsor V8 with 140 horsepower (104 kW) was available with the former two models as well. The Turbo Coupe, the top-of-the-line model was special for several reasons. It used a 2.3 L (140 in³) turbocharged 4-cylinder engine with Ford's EEC-IV electronic engine control system. Unlike the other models, the Turbo Coupe came with a standard 5-speed manual transmission. Other improvements included a limited-slip differential (called "Traction-Lok"), larger tires and wheels, and a sportier interior complete with analog gauges.
For 1984, the Thunderbird few changes were made. The Turbo Coupe gained a 3-speed automatic transmission as an option. A "FILA" model was available, which featured unique paint and wheel choices, as well as badging to provide the car a more European feel.
By 1985, the Turbo Coupe gained power to 155 horsepower (116 kW), but not much else changed for the Thunderbird. A 30th Anniversary Edition model was offered, that featured unique blue paint and stripes, and came very well loaded with options. It was loosely based on the Elan model and most models came with the V8.
By 1986, Ford was already hard at work on the so-called "MN12" project. Supposed to compete against the BMW 6-Series, Ford believed that the new Thunderbird would be too big a change for the public and still wanted to capitalize on the success that the "Aero-Bird" brought. So for 1987, replacing the Elan were new LX and Sport models. The latter came with the V8 while the LX came with the V6. The Turbo Coupe earned the honor of being the Motor Trend Car of the Year for 1987. The 2.3 L turbo-4 now included the air-to-air intercooler that was found in the Ford Mustang SVO and boosted power up to 190 horsepower (142 kW) for the 5-speed manual transmission. New for the Turbo Coupe was a 4-speed automatic rated at 150 horsepower (112 kW). The automatic had detuned turbo boost of 9.5 lbf/in² (65.5 kPa or 0.655 bar) instead of 10 to 15 lbf/in² (70 to 100 kPa or 0.69 to 1.03 bar). Ford's rationale for that was "transmission durability". Otherwise, the Turbo Coupe also came with anti-lock 4-wheel disc brakes, Automatic Ride Control, and 16-inch 225/60VR performance tires.
1988, the final year for the Turbo Coupe, saw only a minor change. The 5-speed manual transmission now allowed the full 15 lbf/in² of boost in all forward gears (as opposed to excluding the first two gears). The Turbo Coupe was replaced in 1989 by the Super Coupe which had a 3.8 L supercharged V6 engine—a radical departure from the old turbo-4.
1989-1997 "Super Birds"
| Tenth generation "Super Birds" | |
|---|---|
 | |
| Overview | |
| Production | 1989-1997 |
| Assembly | Lorain, Ohio |
| Body and chassis | |
| Body style | 2-door coupe |
| Platform | Ford MN12 platform |
| Related | Lincoln Mark VIII Mercury Cougar |
| Powertrain | |
| Engine | 3.8 L Essex V6 (NA/SC) 5.0 L Windsor V8 4.6 L Modular V8 |
| Transmission | 4-speed automatic |
| Dimensions | |
| Wheelbase | 113.0 in (2870 mm) |
| Length | 198.7 in (5047 mm) |
| Width | 72.7 in |
| Height | 52.5 in |
| Curb weight | 3701 lb (1679 kg) |
In 1989, the new, much-anticipated Thunderbird model premiered. Classified as the MN-12 (Mid-Size North American Project 12), the Thunderbird now had four-wheel independent suspension and a slightly smaller, more aerodynamic body. Engine options fell to only two for 1989 as Ford dropped the V8 option for the new T-bird. The base and LX models were powered by the 140 hp (104 kW) 3.8L OHV V6, which many felt was underpowered for the almost 3800 lb (1725 kg) car.
A 210 hp (157 kW), 315 ft·lbf torque supercharged and intercooled version of the 3.8 L V6 was included in the top-of-the-line Super Coupe (SC). The Super Coupe was available with a 5-speed manual transmission as well as the AOD 4-speed automatic transmission, the only transmission available in the other Thunderbirds. The Thunderbird SC was Motor Trend's Car of the Year for 1989. The 8.2 to 1 compression ratio was combined with six computer controlled, sequential fuel injectors. When running at a maximum 5,600 rpm, the supercharger provided 12 psi of boost, producing 210 bhp at 4000 rpm and 315 ft·lbf of torque at 2600 rpm.
In spite of this the car was considered a failure by some in management; it badly missed its weight and cost targets, and the higher price needed to pay for the improved features resulted in a big decrease in production volume compared with the previous model. The program manager was publicly criticized by Ford Chairman Harold A. Poling at the company's internal celebration of the Car of the Year award, and he resigned a short time later. The Lorain Assembly Plant reduced line speed from over 70 per hour to 40 per hour because of the reduced demand.
In 1994, the Thunderbird received some minor exterior updates and a redesigned interior that featured new sweeping curves on the door panels and dashboard areas, but the most dramatic change was the new 205 hp (153 kW) 4.6L SOHC V8 which replaced the iconic and much-loved 5.0. The 4.6 brought with it an updated electronic control system (EEC-V), and an electronically-controlled 4R70W automatic transmission. The Super Coupe continued on in 1994 with the same supercharged V6 as before, but now with 230 hp (172 kW) and 330 ft·lbf (447 N·m) of torque. This was made possible due to a number of changes. The M90 supercharger was given a larger square style inlet, a larger attaching inlet plenum, and teflon coated rotors. The engine received larger fuel injectors and an increase in compression to 8.6:1. These increases in output would be short-lived, however, as the Thunderbird Super Coupe was discontinued after the 1995 model year.
In 1996, the Thunderbird received its last styling update. Available in LX (V6 or V8) or Sport (V8 only) trims, both featured redesigned headlights and taillights, smoother re-styled front and rear fascias, body side cladding, new wheels (15 inch on LX, 16 inch on Sport), and a slight hood bulge, which was necessary to fit the updated 4.6L engine's taller intake manifold, now composite. V8 models still made 205 hp, but now made 280 ft·lbf (380 N·m) of torque, an increase of 15 ft·lbf (20 N·m). Unfortunately for owners, the composite intake had a tendency to crack and leak antifreeze. The base LX model continued to use the 3.8L V6 as its engine but now made use of the EEC-V computer which before was only found in 4.6L V8-equipped models. Torque output from the V6 remained the same as before but horsepower increased to 145 for 1996. In 1997, Ford made few notable changes, trying to save as much money as they could on the floundering coupe. As a result, the 1997 Thunderbird's appeal suffered even more, as the only options available were power sunroof, power driver seat, remote keyless entry, and a CD player. A low drag coefficient contributed to an impressive and consistent 24-28 mpg on the highway.
In 1997 high performance Thunderbirds were released. The four prototypes produced by Ford's Special Vehicle Engineering division came with Cobra "R" brakes and wheels, a Tremec 5-speed manual transmission, and featured a 4.6 liter, DOHC V8 engine similar to that found in the SVT Mustang Cobra. The SVE Thunderbirds also came with a cowl hood to accommodate the Eaton supercharger sitting atop the modular motor. However, this high-performance Thunderbird was not to be, as Ford not only pulled the plug on this project, but on the entire Thunderbird/Cougar line to close the 1997 model year. The last MN-12 Thunderbird rolled off the assembly line in Lorain, Ohio, on September 4, 1997.
2002-2005 "Retro Birds"
| Eleventh generation "Retro Birds" | |
|---|---|
 | |
| Overview | |
| Production | 2002–2005 |
| Assembly | Wixom, Michigan |
| Body and chassis | |
| Body style | 2-door convertible with removable hardtop |
| Platform | Ford DEW98 platform |
| Related | Jaguar S-Type Lincoln LS |
| Powertrain | |
| Engine | 3.9 L AJ35 V8 |
| Transmission | 5-speed automatic |
| Dimensions | |
| Wheelbase | 107.2 in |
| Length | 186.3 in |
| Width | 72 in |
| Height | 52.1 in |
However, 2002 saw a new Thunderbird launched; this Retro Bird was again a two-seater and received the model's fourth Motor Trend Car of the Year honor. It was also nominated for the North American Car of the Year award that year.
The new Thunderbird was based on the Ford DEW platform, shared with the Lincoln LS. It followed the recent trend for nostalgic recreations of old-fashioned (or "retro") styling (see Volkswagen New Beetle, Chrysler PT Cruiser), being a recreation of the 1955-1957 two-seat Thunderbird in a modern style. Available only as a convertible with a removable hardtop and, according to automotive writer Jerry Flint, the new Thunderbird "turned heads wherever it went."
The car had been intended for introduction during the 2001 model year, but instead was delayed for a year. The 40,000 USD price tag was considered steep, given the car's somewhat average handling and power (although the handling and power were both commensurate with that of the original 2-seater Thunderbird).
Ford expected sales of 25,000 units per year, but despite strong sales during its initial launch which saw dealers charging well over MSRP, this goal was never met. The 2002 Thunderbird sold 19,085 units and sales declined each subsequent year until its cancellation.
Forbes magazine writer Jerry Flint wrote this about the demise of the latest generation Thunderbird: "Ford dealers have been successful selling 35,000-45,000 USD trucks but have little experience selling automobiles in the near-luxury price range. If there was a marketing effort by Ford Motor, I wasn't aware of it. Naturally, sales didn't meet expectations."
Though the Retro Bird body styling never changed, exterior and interior color packaging was changed year to year. For 2002, the car was available in bright red ("torch red"), bright yellow ("inspiration yellow"), and turquoise ("Thunderbird blue"), all reminiscent of 1950s colors. Furthermore, "retro" two-tone interiors (black and the color matching the exterior), were paired with these exterior colors.
"Whisper white" and "evening black" exteriors were also available in 2002, with matching solid color interiors or the two-tone red interior. The black and red proved to be the models for the remaining years. Beginning with 2003, the two-tone "retro" interiors were sacked with the exception of red and a limited white, in favor of all-black (or other one-color) interiors. Gone were the bright yellow and turquoise exteriors, replaced with more subdued colors: "mountain shadow grey," "desert sky blue," and coral. Exterior and interior colors added for both the 2004 and 2005 model years remained subdued and white was replaced by platinum silver.
If Ford's tinkering with the exterior/interior packages were designed to boost sales, it didn't work, as sales continued to fall short of the company's hopes. Just 11,998 were sold in 2004. The Ford Motor Company announced in March 2005 that the Thunderbird would again be discontinued in July of that year, with 9,548 sold for 2005.
There was also talk of a performance edition from Ford's SVT. Ford ultimately decided it was not necessary, though some Thunderbird fans believe it could have saved the car, both by improving performance and hearkening back to the Thunderbird's roots. The original 55-57 Thunderbirds came with several engine upgrades and was considered a high performance car of the day. Ford made no effort to give a performance image to the new Thunderbirds, and while the V-8 in the "Retro-birds" was competitively powered (280 hp, 286 ft·lbf), its relatively heavy weight of over 3700 lbs, widely spaced gears, and suspension that favored comfort over handling made it feel more akin to a large luxury car than a true sport coupe.
Ford plans to release a new Thunderbird sometime in the years to come, but an exact date has not been specified[citation needed].
In the last 50 years, some 4.2 million Thunderbirds have been sold[citation needed].
Sources
- Automotive Mileposts, Inc. Ford Thunderbird. Retrieved on May 2, 2005.
- Flint, Jerry, "Ford's Thunderbird Gets Axed," Forbes.com, April 22, 2003.
- Gunnell, John A. (Ed.) (1987). Standard Catalog of American Cars 1946-1975, 2nd Edition. Kraus Publications. ISBN 0-87341-096-3.
- 2004 Ford Thunderbird New Car Buyers Guide
See also
External links
- VTCI - Vintage Thunderbird Club International
- 1965 427 Thunderbird
- Devoted to 1965 Thunderbirds
- Chicagoland Thunderbirds ... Chicago's Own T-Bird Lovers
- Muscle Car Club T-Bird Gallery
- Thunderbird and Cougar Club of America
- Squarebirds.org - An website for vintage Thunderbirds with historical and technical information plus an active message board.
- AutoGuideWiki.com
- Thunderbird Registry forums for all generations
- T-Bird Ranch
- Thunderbird Infoway
- Upper Midwest Thundercats - An online community devoted to the MN12 and FN10 platform.
- Nebraska Thundercats - Nebraska Thunderbird Club.
- SuperCoupe Club Of America - An online community devoted to the Thunderbird SC.
- Fox T-Birds - An online community devoted to the FoxBody Ford Thunderbird
- Porthole Authority - Information resource for 1955 through 1957 and 2002 through 2005 Thunderbirds
- ThunderbirdNest - Online car club/message board/meeting place for New Retro Thunderbird owners
- Obsolete Thunderbird - An online community dedicated to 1967, 1968, 1969, 1970, and 1971 ford thunderbirds.
- http://www.foxtbirdcougarforums.com/