A BRIEF HISTORY OF THE FORD THUNDERBIRD 1955-PRESENT

There are many fine books that have been written about the History of the Thunderbird and, if you really want to learn more, we recommend that you get one as a ready reference. We will try to briefly summarize the development of the car from its origin to the present to give you some idea of the Wonderful World of Thunderbird!

The pictures you will see are cars owned by members of the International Thunderbird Club. This brief history was written by Upstate New York Thunderbird Club (Chapter) President Tom Kneebis.

WHERE DID THE IDEA COME FROM?

When GI's who fought in the European Theater of World War II returned home they brought with them fond memories of the British two-seaters that were a common sight over there. Some even managed to buy some and have them shipped home. It was clear to Detroit that there just might be a market for an American made version of the famed two-seater open car.

The 2 most famous of these were the MG-TC (and the later TD) and the incredibly handsome Jaguar XK-120. Kaiser introduced the famed Kaiser-Darrin in the early 50's and Chevrolet would follow next with the legendary Corvette. Ford was not blind to Chevrolet's new car but chose to develop a car along a different path.

It was decided that their car would be made of metal instead of fiberglass; that it would be powered by a V-8 engine unlike the Corvette's "Blue Flame Six"; and that it would feature roll-down windows and an optional hardtop unlike the Corvette's snap on curtains. They further decided that it would, as much as possible, utilize the same tooling and parts interchangeability with the big Fords of that era.

THE "LITTLE BIRDS" 1955-1957

The public got its first glimpse of the new Thunderbird in February 1954 at the Detroit Auto Show. This mock-up was close to what would eventually end up in production. It drew rave reviews from both the Press and the public. On September 9, 1954 the first production Thunderbird rolled off the assembly line in Dearborn.

The 1955 was an instant success being priced around $3500 for a nicely equipped model. Unlike the Corvette, it was powered by a V-8 with either a manual or automatic transmission, had an adjustable steering wheel, roll-up windows, tach, clock, 150 mph speedometer and a ball-joint front suspension. It was marketed as a "personal luxury" car and not a sports car. The Thunderbird never was then or ever meant to be a sports car.

The 1956 model used the same basic design but added a standard Continental Kit which allowed for increased trunk space. The now famous "Porthole Window" was added to the hardtop optionally and side vents were added to improve ventilation.

1957 saw a marked change in styling with the addition of small fins and a completely different front end treatment. Engine and transmission choices also grew to include the standard 292 & 312 V-8's ranging from 212 to an astonishing 340 horsepower Supercharged version! The 1957 model is easily the most popular of the Little Birds.

Ford also sent modified versions to the races with excellent results and setting a record speed in timed running-mile competitions.

The last Little Bird rolled off the assembly line on December 13, 1957. Combined production for all three years was 53,166 with a fairly high survival rate estimated at over 30% (as distinct from the average collector car survival of 10%). All of these cars are highly collectable as an American Classic and will command high dollars in pristine condition.

THE "SQUAREBIRDS" 1958-1960

The upper management at Ford had to make a hard decision about what to do with the Thunderbird. Clearly the Little Birds had done well in the marketplace, but dealers were already telling Ford that owners were complaining about limited trunk space and the lack of a back seat. The bean counters at Ford urged a 4-seater to replace the beloved 2-seater. Some wanted to offer both but it was decided by Robert S McNamara (then CEO at Ford) that the 2-seater was dead and that was that! McNamara was an excellent accountant but in no way shape or form a "car man." This event marked Ford's decision not to compete with Chevrolet's Corvette and both cars developed along completely different paths. This decision also revived plans by Chevrolet to continue production of the Corvette which very nearly was discontinued.

The 1958 Thunderbird was nothing short of a completely new car. It was built on a unitized body instead of the traditional body on frame and was offered in both hardtop and convertible. In fact a completely new assembly plant had been built in Wixom, Michigan for this construction. Both the Thunderbird and Lincoln were built on the same assembly line. It was powered by an all new V-8, the 352. "Personal Luxury" was the phrase coined by Ford to describe this approach and it sold well.

The convertible, borrowing the technology from the 1957 Ford Retractable, featured a completely disappearing soft top that retracted into the trunk. Early plans were for a retractable hardtop, but the trunk design did not allow enough room. Production problems delayed the introduction of the convertible until late in the model year and they are all quite rare today. Happily an air suspension that was supposed to be installed never occurred.

The 1958 Thunderbird was named Motor Trend's Car of the Year.

1959 saw a minor facelift and the addition of the powerful 430 V-8 as an option. A mid year running change made the convertible's top mechanism fully automatic. The 352 remained standard.

1960 saw another stying change both front and rear as well as a sunroof option. Both the 352 and 430 were offered again. Total production for the 1960 models was 90,843. Many Squarebird fans consider the 1960 as the most attractive of the three years and it is also the most widely collected. Both 1959 & 1960 Thunderbirds were seen at NASCAR events in highly modified forms and did quite well.

This Second Generation Thunderbird was not seen as very collectable for a long time and, if not taken care of, was prone to rust. Many fine examples no doubt made their appointments with the crusher. Those that remain are now highly sought after, especially convertibles and those built with the 430 engine.

THE "BULLET BIRDS" 1961-1963

Ford completely redesigned the Thunderbird for 1961 and the styling was somewhat controversial to say the least. From the side it reminded some of a bullet or a cigar and from the rear it had a definite jet aircraft look. Yet to many collectors, these are quite attractive and collectable. The 352 and 430 engines were dropped in favor of the 300 HP 390 engine and only an automatic was offered. A new gizmo was a slide away steering column that moved 10" to the right when the car was put into Park.

1962 saw only a very minor facelift but the big news was the addition of 2 new models. The Landau was a more luxurious version of the hardtop and actually sold quite well. Even more important was the Sports Roadster which featured real wire wheels, hard tonneau that covered the back seat, special badges and no skirts. It harkened back to the days of the 2-seater. 1,307 Sport Roadsters were built making them quite rare. Another addition was the optional 390 with 3 2-barrel carbs. This tri-power setup was good for 340 HP. Only 120 Sport Roadsters were equipt with this option. Fewer still found their way into standard convertibles and hardtops.

1963 provided another facelift along with a feature line on the front fenders and door which broke up the rather harsh slab-sided appearance. Engine choices remained the same as in 1962. A special Principality of Monaco edition came out mid year with a limited production of 2,000. Sports Roadster production fell off significantly to only 455 examples of which only 37 came with the tri-power option making them extremely rare!