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An American Icon
First Generation (1955-1957)
Classic Two-Seat Thunderbirds
| The Ford Thunderbird was introduced in 1955 to compete with the Chevy Corvette. It had the same wheelbase as the first-generation Corvette (102 inches) but was more luxurious and practical. The T-Bird was sleek, sophisticated and introduced a new class of car called a “personal luxury car”. |
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| The first model featured a 2 door design, clean styling, creature comforts and a robust engine. The Thunderbird gained popularity quickly and sales exceeded expectations.
In 1956 , the distinguishing circular portholes were added to alleviate blind spots. Vent wing windows were also added and more colors, including two-tone paint schemes, became available. The porthole hardtops heavily outsold the non-porthole version in 1956, so virtually all Thunderbirds built for 1957 had them. |
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The '57 T-bird underwent a facelift including a prominent bumper/grille and a longer deck sporting modest bladelike tail fins. There was more power than ever, with an optional 215-340hp 312cubic-inch V8 offered. The 1957 model was the last two-seat classic Thunderbird and many consider it the best. |
Second Generation (1958-1960)
Four-Seat "Square Birds"
| In 1958 the Thunderbird was redesigned into a four-seat car to gain market share. Almost nothing from the previous design was recognizable in the 1958 version. It was boxier, had a wide-pillar roof, and was one of the first cars to adopt a unibody structure. The styling was more exaggerated with larger tail fins, a larger hood scoop and sculpted body sides. It also had a bolder front grill and dual headlights were introduced. The Thunderbird was available as a convertible and a hardtop. |
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The 1959 Thunderbird had little stylistic change. A V-8 from Lincoln (430 cu in ) was offered as an option and sales soared. |
| A new grill came with the 1960s Thunderbird, this one in an egg-crate style similar to the 58's. Other new changes included an additional third taillight on each side and a manually operated sunroof option. |
Third Generation (1961-1963)
"Bullet Birds"
| In 1961 the Thunderbird went through another major restyling and became bigger, longer, wider, and lower. It had a pointed front nose, quad headlights, modest fins, featured a dash that curved at its ends to blend in with the door panels, and the first ever "Swing Away" steering column that eased getting in and out of the driver bucket seat. |
In 1962, the two seat T-bird design returned with the introduction of the ”Sports Roadster” option. But as stunning as it was, the Sports Roadster didn't sell, as it was priced well above competitive models. |
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| 1963 brought minor changes, sporting a new grille texture and three hash marks on each door. |
Fourth Generation (1964-1966)
"Jet Birds"
The convertible option was still available for the 1964 model year, but the Sports Roadster option was dropped. The new Mustang was attracting the sporty car enthusiasts and the T-Bird was now firmly entrenched as a personal-luxury car, no longer even a semi-sport car. The new body style consisted of shorter roof lines, a newly designed rear-end, and a longer hood and rear deck lid.
Where the Bullet Birds were rounded, the next-generation "Jet Birds" (or "Sculpted Birds") were squared off and sharp with deeply sculptured sides and large rear taillights. |
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Sequential turn signals were added to the 1965 Thunderbird, flashing the individual segments of the broad, horizontal tail lights in sequences from inside to outside to indicate a turn. Also new for '65 were standard front disc brakes. |
| In 1966, the Thunderbird was extensively restyled with a new, tight egg-crate pattern grille, and the two taillights were now connected into one large piece of plastic. It was considered the best-looking of fourth-generation T-Birds. Also new for 1966 was the 428 cubic-inch engine, which was available as an option. |
Fifth Generation (1967-1971)
"Big Birds"
The next generation Thunderbird would take the car in an entirely new direction. With an all new chassis built on a ladder frame, the convertible was dropped and a 4-door option became available. The grille and headlight layout changed, designed to appear like a jet engine intake. The non-functioning hood scoop disappeared. The four-door model had rear "suicide" doors. The '67 Thunderbird had a new massive blunt and oblong front grille with hidden headlights and a giant Thunderbird spreading its wings from side to side. The engine options available were a 315hp 390cubic-inch V8 and a 345hp 428cubic-inch V8.
The '68 Thunderbird was a carryover of '67 with minor trim variations, new wheel covers and a new 360hp-429cubic-inch V8 engine option. |
| In 1970, the Ford Thunderbird underwent a facelift, marked by a v'd front grill resembling an eagle's beak in line with the long angular lines in the hood. It still had concealed headlights and came in a two or four-door version.
The 1971 T-Bird was basically the same except for a redesigned front bumper and grill. |
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Sixth Generation (1972-1976)
"Bigger Birds"
| The 1972 Thunderbird was very similar to Lincoln's Mark IV with only a few superficial differences and it was now a huge automobile. The T-Bird was now a full 38.7 inches longer than the original '55 edition and 1,460 pounds heavier. Matching the large size were large engines, a standard 429cubic-inch (7L) V8 and an optional 460cubic-inch (7.5L) V8 (which became standard after 1973). It was available only as a two door hardtop coupe. |
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Most of the traditional Thunderbird styling disappeared from this edition. It was big and heavy and a gas hog, but this was before the Middle East Oil Embargo, and it was a successful car.
The '74 introduced the infamous, thankfully short-lived, seat belt |
| interlock system mandated by the feds, which forced strapping in anything on the right front seat (even a bag of groceries) before the car could be started.
The 1976 Thunderbird was the biggest and most luxurious Thunderbird ever, but after the fuel crisis, even the adoption of a catalytic converter could not stop dwindling sales. |
Seventh Generation (1977-1979)
"Torino Birds"
In 1977, the T-Bird downsized, due to fuel price increases and more stringent emissions standards, and for the first time becoming a smaller version than the previous model. This "downsized" model was little more than a derivative of Ford's existing mid-size platform (such as the Gran Torino Elite) which lightened it almost 1000 lbs. Even though it was close to a foot shorter now, it kept most of the interior of the 1976 model.
With its clean styling, hidden headlamps, and a small opera window in the B-pillar, the new Thunderbird competed as a midsize personal luxury car against such cars as the Chevrolet Monte Carlo, Pontiac Grand Prix and Chrysler Cordoba. And it was a hit. |
| In 1978, Ford offered the "Diamond Jubilee Edition" Thunderbird to commemorate the company's 75th year as an auto manufacturer. The option package virtually doubled the standard price. It was painted in |
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Diamond Blue or Ember Metallics, included every option available, and came with the owner's initials near the outside door handles and on a 22-carat-gold nameplate on the dashboard.
This edition was so popular that Ford reissued it in 1979 as the "Heritage". Though this generation was highly successful in its three-year run, Ford still sought to downsize the Thunderbird. |
Eighth Generation (1980-1982)
"Fairmont Birds"
The 1980 Thunderbird was redesigned on the compact Ford Fox platform furthering the industry-wide necessity of smaller vehicle designs to improve fuel efficiency and emissions compliance. Next to the '76, the 1980 looked positively tiny: two feet shorter, eight inches narrower, and nearly a ton lighter. However, it was still comfortable and luxurious. Ford kept the popular squarish big-car styling, but it translated poorly to the small frame. Adding the 4.2 L (255cubic-inch) Windsor V8 engine made it boring to drive, and this generation was not well received.
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In 1981 Ford offended enthusiasts further by offering a six-cylinder engine, the first time in Thunderbird history something other than a V8 was available. To make things worse, a six-cylinder 3.8L became the standard engine in 1982. Sales plummeted.
In order to revive the Thunderbird's success, a major redesign was needed. |
Ninth Generation (1983-1986)
"Aero Birds"
| Ford delivered the new aerodynamic model in 1983. With aerodynamics and efficiency in mind, it was slick and sleek in a way not seen before. The only vestige of it's predecessors was a modest eggcrate grille curved snugly on the nose. It still used the Fox platform. The wheelbase was now down to 104 inches and the standard power plant was now the 110hp 3.8-liter V6. Optional was the 130hp 302 V8 (5.0-liter ) with electronic fuel injection. |
| At mid-model year the Turbo Coupe was introduced, resurrecting the T-Bird's sporty concept that had not been seen for 20 years. It included a re-engineered 142hp version of Mustang's 2.3-liter turbo-four with port |
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| fuel injection. The release of the turbo coupe turned a lot of heads. The aerodynamic T-Bird was a hit. It quickly developed a cult following that continues today.
Besides its success in the showroom, the aerodynamic Thunderbird proved a great success on NASCAR racetracks. Bill Elliott drove it to unheard of speeds, including the 1986 Winston 500 in Talladega, where he qualified his T-Bird with a blazing 212.229 mph. Only one car would ever be a faster stock car…the next T-Bird. |
Tenth Generation (1987-1988)
"Even More Aerodynamic Birds"
| The 1987 bird was aerodynamically restyled and had a new front end that featured flush-mounted headlights and a new grill. The roof line was now swept back, the rear deck-lid was raised, and the taillights were redesigned. It was a step forward and very handsome. |
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Other changes included dropping the Elan model and the release of the Thunderbird Sport and the Thunderbird LX. The Thunderbird Turbo coupe was still the top of the line and was putting out a hefty 190hp with the five-speed manual transmission and 150hp with an automatic. |
Eleventh Generation (1989-1997)
"High Tech Birds"
| A completely new Thunderbird emerged in 1989 along with its sister car, the Mercury Cougar. The new Thunderbird was developed on Ford's MN12 platform, featuring a nine-inch (229mm) longer wheelbase than the previous generation and a short-long arm (SLA) four-wheel independent suspension. This design offered excellent handling and ride quality. |
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The new Thunderbird Super Coupe replaced the Turbo Coupe, using a 210 hp 3.8-liter V6 fitted with an Eaton Roots-style supercharger and was available with a five-speed manual or four-speed automatic transmission. |
Motor Trend wrote, "The Thunderbird levels its competition. Nothing else in the price range offers the same irresistible blend of sporting performance and solid luxury." The Super Coupe was named the Car of the Year for 1989.
But Ford began to reduce its investment in the Thunderbird. The Super Coupe model was discontinued in 1995 and in 1996 the options list for the remaining models was reduced.
On Sept. 4, 1997, the last Thunderbird rolled off the assembly line, though there were murmurs of a possible resurrection in the new millennium. |
Twelfth generation
(2002–2005)
| In 2002, in a display of optimism for the new century, Ford re-introduced the Thunderbird and delivered an exotic looking two-seat convertible, with all the modern benefits of 2002 technology and reliability. The car had been intended for introduction |
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| in 2001 but was delayed for a year. Returning to the original iconic formula for |
the Thunderbird, the latest version had a two-seat coupe/convertible layout like the first-generation T-Bird and a retro/futuristic styling to match. It featured modernized design elements from the '55-'57 and '61-'62 Thunderbirds -- port-hole windows, a hood scoop, rounded headlamps, tail lamps and fog lamps, and the Thunderbird's trademarked emblem.
The Thunderbird's exterior styling was unique, but the interior was very similar to the Lincoln LS. The sole engine of the Thunderbird was a Jaguar-designed 252hp AJ-30 3.9 liter DOHC V8 with Ford's 5R55N 5-speed automatic transmission.
Yet for all its feel-good qualities, the retro T-Bird did not fly high. At launch, Ford promised to build no more than 20,000 a year, hoping that an "exclusive" aura would preclude the need for profit-draining incentives and prop up resale values. The initial mania waned. One problem was a growing band of like-priced import-brand drop-tops, some of which had more speed and/or greater cachet. Upward price creep did nothing to help, especially as there was little to justify it. |
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Complementing the extra power and torque provided by the AJ-35 V8, a manual shift feature for the 5-speed automatic called SelectShift.
A few useful changes did occur for 2003, Ford Motor Company's centennial year. The |
AJ-30 V8 was replaced by the AJ-35 bringing with it variable valve timing (VVT) and electronic throttle control (ETC) as well as 280 horsepower. Ford also installed more-legible gauges and added a Select Shift option, a manual shift gate that could be used to delay upshifts to max rpm, when a rev limiter cut in.
Sales were dismal, however, and In 2004, Ford was saying the T-Bird name could soon go into limbo again, though it might return on a different limited-edition vehicle (might). The under performing, underselling T-Bird was doomed. Again.
Ford decided to make the 2005 model year the Thunderbird's last.
Ford put little into the last of its Thunderbirds and left it unchanged from '04 except for the expected 50th Anniversary Edition. The birthday Bird should have been special, a swan song, but it was just a gilded Premium model. It was a sad and disgraceful farewell for a true American Icon with a legendary past.
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