First generation (1955–1957)
The Ford Thunderbird was introduced in February 1953 as a response to Chevrolet's new sports car, the Corvette, which was publicly unveiled in prototype form just a month before.[8] Under rapid development, the Thunderbird went from idea to prototype in about a year, being unveiled to the public at the Detroit Auto Show on February 20, 1954. It was a two-seat design available with a detachable fiberglass hardtop and a folding fabric top.[9]
Production of the Thunderbird began on September 9 of that year, with the car beginning sales as a 1955 model on October 22, 1954. Though sharing some design characteristics with other Fords of the time such as single circular headlamps and tail lamps, and modest tail fins, the Thunderbird was sleeker in shape and featured a hood scoop and a 150 mi/h speedometer not available on other Fords. It used mechanical components from mass-market Ford models. The Thunderbird's 102.0 in wheelbase frame was a shortened version used in other Fords and the standard 292 cuin Y-block V8 came from Ford's Mercury division.[10]
Though inspired by and positioned directly against the Corvette, Ford advertised the Thunderbird at launch as a "personal car of distinction" and put a greater emphasis on the car's comfort and convenience features rather than its inherent sportiness.[11][12][13][14][15][16]
The Thunderbird sold exceptionally well in its first year, outselling the Corvette by more than 23-to-one in 1955 with 16,155 Thunderbirds sold against 700 Corvettes.[17][14]
With the Thunderbird considered a success, few changes were made to the car for the 1956 model year. The most notable change was moving the spare tire to a Continental-style rear bumper to make more storage room in the trunk and a new 12-volt electrical system.[11][18] The addition of the weight at the rear caused steering issues. Among the few other changes were new paint colors, the addition of standard circular porthole windows in the fiberglass roof to improve rearward visibility (with a delete option), and a 312 cuin Y-block V8 rated at 215 hp when mated to a three-speed manual transmission or 225 hp when mated to a Ford-O-Matic three-speed automatic transmission; this transmission featured a "low gear", which was accessible manually via the gear selector. When in Drive, it was a two-speed automatic transmission (similar to Chevrolet's Powerglide). Low gear could also be accessed with a wide-open throttle. In 1956, Ford also added its new Lifeguard safety package.[19]
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The instrument panel was heavily restyled with round gauges in a single pod, and the rear of the car was lengthened, allowing the spare tire to be positioned back in the trunk.[14] The 312 cuin V8 became the Thunderbird's standard engine, and was rated at an increased 245 hp. Other, more powerful versions of this V8 were available, including one with two four-barrel Holley carburetors (VIN code "E"), and another with a Paxton supercharger rated at 300 hp (VIN code "F"). Though Ford was pleased to see sales of the Thunderbird rise to a highest ever 21,380 units for 1957, company executives felt the car could do even better, leading to a substantial redesign of the car for 1958.
Second generation (1958–1960)
Although the 1955–57 Thunderbird was a success, Ford executives—particularly Robert McNamara—were concerned that the car's position as a two-seater limited its sales potential. As a result, the car was redesigned as a four-seater for 1958.[12]
Despite being released mid-model year, the new Thunderbird began a sales momentum previously unseen with the car, selling 200,000 units in three years, four times that of the three-year two-seat model run. This success spawned a new market segment, the personal luxury car.[12] It was the first individual model line (as opposed to an entire brand's line) to earn Motor Trend "Car of the Year" honors.[20]
It was offered in both hardtop and convertible body styles, although the latter was not introduced until June 1958, five months after the release of the hardtop.[21] The new Thunderbird was considerably larger than the previous generation, with a longer 113.0 in wheelbase to accommodate the new back seat. The increased size also increased the car's weight by 800 lb. Along with a new, more rigid
Third generation (1961–1963)
The Thunderbird was redesigned for 1961 with styling that gave the car a futuristic bullet-like body-side appearance. A new engine, the 390 cuin FE V8, was the standard and only engine initially offered in the Thunderbird. It was rated at 300 hp and was mated to a three-speed automatic transmission. The new Thunderbird was well received, with 73,051 sold for 1961.[22]
The car was 1961's Indianapolis 500 pace car and was featured prominently in US President John F. Kennedy's inaugural parade, who appointed Ford executive Robert McNamara as secretary of defense.[22] It also benefitted from product placement, notably on the popular television series 77 Sunset Strip.[22]
A vinyl-roofed Landau option with simulated S-bars was added to the Thunderbird for 1962 as was a Sports Roadster package for convertible models. The Sports Roadster included 48-spoke Kelsey-Hayes-designed wire wheels and a special fiberglass tonneau cover for the rear seats, which gave the car the appearance of a two-seat roadster like the original Thunderbird.
Fourth generation (1964–1966)
For 1964, the Thunderbird was restyled in favor of a more squared-off appearance, which was mostly evident when viewing the car from the side or rear. Hinting at its roots in the previous generation of Thunderbird, the new model retained a similar grille design with quad headlights and a 113.2 in wheelbase. As before, the new Thunderbird continued to be offered in hardtop, convertible, and landau versions. The 300 hp 390 cuin FE V8 continued as the standard engine. It was paired with a three-speed automatic transmission. For 1965, sequential turn signals were added, flashing the individual segments of the broad, horizontal tail lights from inside to outside. Also new for 1965 were standard front disc brakes.
The 1966 model received a new egg crate-style grille and a single-blade front bumper. Its restyled rear bumper included new full-width taillamps. The standard 390 cuin V8 equipped with a single four-barrel carburetor was rated at 315 hp, and a 345 hp 428 cuin FE V8 became the top power option.[10] This was the last year for the convertible until the "retro" models of 2002–05.
Fifth generation (1967–1971)
1967–1969 From 1958 through 1966, the Thunderbird had remained fundamentally the same in concept as a two-door coupe/convertible with two rows of seating. The 1967 model year introduction by Lincoln-Mercury of the similarly configured Mercury Cougar, the most luxurious of the flood of "pony cars" to follow the wildly successful mid-1964 introduction of the Ford Mustang but still considerably less expensive than the Thunderbird, created a challenge to its market positioning. To combat this, the fifth generation Thunderbird was upsized, and a four-door option was added.
The new Thunderbird was no longer unibody, but a body-on-frame construction. The convertible was discontinued in favor of an optional four-door hardtop coupe with suicide doors and a very wide C-pillar.[24] It received simulated landau bars to help minimize its visual mass.[25] A new front end included a full-width grille and hidden headlights.
1970–1971
The 1970 model year Thunderbird continued with the same platform and many of the same parts and styling cues from the 1967 through 1969 models, such as the sequential turn signals incorporated into the full-width tail lamps. The most noticeable change was in the front grille, where a prominent projection somewhat resembling a bird's beak was added on the centerline, in line with long, angular lines in the hood.
Sixth generation (1972–1976)
The sixth generation of the Thunderbird debuted in the fall of 1971 as a 1972 model. With a 120.4 in wheelbase, an overall length of 214 in (growing to 225 in by 1974), and a curb weight of 4420 lb (over 4800 lb when equipped with an optional 460 cuin V8), it was the largest Thunderbird ever produced by Ford. It continued to share the assembly line with the Lincoln Continental Mark series, as it had since the debut of the Mark III in 1968.
Matching the large size of the car were large engines, including the previous generation’s standard 429 cuin V8 and the optional 460 cuin V8, which became standard after 1973. Though offering two of the largest displacement V8 engines ever installed in a production vehicle by Ford, the car's considerable weight combined with low power output caused by restrictive emissions technology resulted in modest performance. Fuel efficiency was correspondingly poor.
The big Thunderbirds were initially popular, with sales peaking at over 87,000 units in 1973 in spite of the 1973 oil crisis, but sales had slumped to less than 43,000 by 1975. Sales had a small uptick to almost 53,000 units for 1976, but increasing fuel prices and ever more stringent federal emissions standards led to a downsized vehicle the following year.[10]
Seventh generation (1977–1979)
Reflecting the rising demand for more fuel-efficient cars, the model year 1977 Thunderbird was shifted to the smaller 114 in wheelbase chassis shared with the 1972–76 Ford Torino and its replacement, the LTD II, which also debuted for 1977. The Thunderbird went from 225 inches of length from the sixth generation to 217.7 inches of length for the downsized seventh generation[27] and still looked large to the eye. As a restyled continuation of the 1974–1976 Ford Elite, this generation Thunderbird represented Ford's effort to better compete in the high-volume affordable midsize personal luxury car market occupied by the Pontiac Grand Prix and Chevrolet Monte Carlo.
Along with being shorter, the car was 900 lb lighter, although height and width were relatively unchanged.[28] A substantial component of the weight reduction was in the drivetrain, where a small-block V8 replaced the big-block V8s of previous years. The standard engine outside California was the 302 cuin Windsor V8, while the larger 351 cuin 351M and
Eighth generation (1980–1982)
Reflecting a further industry-wide adoption of smaller vehicle designs in the interest of improved fuel efficiency and emissions compliance, the Thunderbird was downsized again for 1980. Even more squarish, it rode on the compact Ford Fox platform, which had first appeared only two years prior as the basis for the Ford Fairmont. Compared to the previous Torino-based Thunderbird's large 114 in wheelbase and 217.7 in overall length, the new Thunderbird lost 5.6 in of wheelbase and 17.3 in in overall length.
Frameless door glass was discontinued in favor of a chrome-trimmed metal frame. The combination of a low-output 115 to 122 hp 255 cuin Windsor V8 base engine and a C5 three-speed transmission with 2.26 rear gears resulted in dismal acceleration. The optional 131 hp, 302 cuin Windsor V8, coupled with the optional AOD automatic overdrive transmission and optional 3.45 rear-end ratio, showed only moderate improvement. The heritage of the Thunderbird as a performance personal luxury car was completely lost.
Reinforcing this reality, a six-cylinder engine was made available for the first time in the Thunderbird's history in 1981, the aptly named, thoroughly anemic, 200 cuin Thriftpower Six first introduced by the manufacturer in 1963.
For the 1982 model year, the straight-six was replaced with a more modern V6, the 112 hp 3.8 L Essex, as the Thunderbird's standard engine. The 255 cuin V8 was optional.
At 288,638 units produced between 1980 and 1982, the eighth generation of the Thunderbird had a sales average under 100,000 units a year. This, however, tapered off drastically after the first year, whereas the previous generation had achieved sales records for three consecutive years.[2]
Ninth generation (1983–1988)
Seeking to reverse the sales slide of the 1980–1982 models and revitalize the Thunderbird's appearance, Ford executed a significant redesign for 1983. Though still based on the Fox body, it featured a radically sleeker, more aerodynamic body and a slightly shorter wheelbase of 104.2 in. Power, however, remained limited, with the 3.8 L Essex V6 and the 302 cuin V8 being carried over from the previous generation. The 302 gained electronic Central Fuel Injection (CFI) in 1983, and the V6 in 1984 for US models, 1985 for Canadian models (which was in turn replaced by multiport Sequential Electronic Fuel Injection (SEFI) on the V8 in 1986 and the V6 in 1988). All-new, and a Thunderbird first, was a turbocharged 2.3 L OHC four-cylinder engine featured in the 1983 Thunderbird Turbo Coupe. The engine initially was rated at 142 hp, but by 1985, power was increased to 155 hp. Another first was the availability of a five-speed manual transmission with the turbocharged four. In 1983, the higher trim model was the Heritage; this was renamed the Elan in 1984. Also, a Fila-branded model was introduced. In 1985, a special 30th Anniversary edition was available, with special Medium Regatta Blue Metallic paint, special graphics, and trim.
For 1987, the Thunderbird received a significant refresh, complete with new sheet metal and a revised front fascia with aerodynamic composite headlamps. Mechanically, the car was little changed. The V6 models carried over the CFI from 1986, while the Turbo Coupe's turbocharged four-cylinder engine gained an intercooler, increasing output to 190 hp and 240 lb of torque. For the 1988 model year the V6 gained SEFI multiport fuel injection with power increasing substantially, from 120 hp to 140 hp.
Tenth generation (1989–1997)
In late 1988, for the 1989 model year, a completely redesigned Thunderbird was introduced, along with the similar Mercury Cougar.[29] The new Thunderbird was developed on Ford's MN12 (mid-sized North American Project 12) platform, which had been in development since 1984.[30] Featuring a 9-inch (229 mm) longer wheelbase than the previous-generation Thunderbird and a four-wheel independent suspension, the car offered better handling and ride quality.
Only two engines were originally available—naturally aspirated and supercharged versions of the 3.8 L Essex V6. The naturally aspirated standard engine produced 140 hp, while the "Super Coupe" model received a supercharged and intercooled version rated at 210 hp.
The 35th anniversary of the Thunderbird was released in 1989, for the 1990 model year. The Super Coupe was available with a black-and-silver two-tone paint Anniversary Edition with Anniversary floor mats, a car cover, a pen, a poster, and a few other anniversary collectible items.
A 302 cuin V8, marketed as the "5.0" was added in 1990, for the 1991 model year. Power ranged between the standard and supercharged versions of the 3.8 L V6.
Eleventh generation (2002–2005)
For model year 2002, after a five-year hiatus, the Thunderbird returned for its eleventh generation, returning to a two-passenger convertible body style. Along with its revived layout, the 2002 Thunderbird combined many design elements of the first generation with the minimalist styling of the third generation convertibles. A predominant feature of the removable hardtop was the circular window (from the 1956-1957 versions).
The eleventh-generation Thunderbird uses the Ford DEW platform also used by the Lincoln LS sedan (and the Jaguar S-Type); the Ford Mustang is loosely based on it. Though sharing no body panels with its sedan counterparts, the Thunderbird shared some visible components with the LS (instrument panel, steering wheel, and other trim pieces). As with the LS V8, the Thunderbird was powered by a Jaguar DOHC 3.9 L AJ-30 V8, producing 252 hp and 267 lbft of torque; the engine was paired with a Ford-designed 5R55N 5-speed automatic. For 2003, the AJ30 became the AJ35 following the addition of variable valve timing and electronic throttle control; output increased to 280 hp and 286 lbft of torque. The 5-speed automatic received optional SelectShift manual shifting control.
With sales dropping significantly after its first model year, Ford discontinued the eleventh-generation Thunderbird after the 2005 model year; the final vehicle was manufactured on July 1, 2005. As of current production, Ford has not returned the model line to sale in any form.
