Ford Thunderbird is First Produced

The Thunderbird ("T-Bird"), is an automobile manufactured by the Ford Motor Company in the United States over thirteen model generations from 1955 through to 2005.

When introduced, it created the market niche eventually known as the Personal Luxury Car.

Evoking the mythological creature of Indigenous peoples of North America, the Thunderbird entered production for the 1955 model year as a sporty two-seat convertible. Unlike the Chevrolet Corvette, it was not marketed as a sports car. Rather, Ford created a new market segment, the Personal Car to position it. In 1958, the Thunderbird gained a second row of seats. Succeeding generations became larger until the line was downsized in 1977, again in 1980, and once again in 1983. Sales were good until the 1990s, when large 2-door coupes became unpopular; production ceased at the end of 1997. In 2002 production of the Thunderbird started again, a revived 2-seat model was launched, which was available through the end of the 2005 model year. From its introduction in 1955 to its most recent departure in 2005, Ford has produced over 4.4 million Thunderbirds.

A smaller two-seater sports roadster was created at the behest of Henry Ford II in 1953 called the Vega. The completed one-off generated interest at the time, but had meager power, European looks, and a correspondingly high cost, so it never proceeded to production. The Thunderbird was similar in concept, but would be more American in style, more luxurious, and less sport-oriented.
The men and their teams generally credited with the creation of the original Thunderbird are: Lewis D. Crusoe, a retired GM executive lured out of retirement by Henry Ford II; George Walker, chief stylist and a Ford vice-president; Frank Hershey, chief stylist for Ford Division; Bill Boyer, designer Body Development Studio who became manager of Thunderbird Studio in spring of 1955, and Bill Burnett, chief engineer. The major portion of the car design was sketched by Bill Boyer and Dick Samson. Hershey's participation in the creation of the Thunderbird was more administrative than artistic. 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?' Some versions of the story claim that Walker replied by telling Crusoe, "oh, we're working on it"...although if anything existed at the time beyond casual dream-car sketches by members of the design staff, records of it have never come to light.
Walker promptly telephoned Ford's HQ in Dearborn and told designer Frank Hershey about the conversation with Crusoe. 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 based on the forthcoming overhead-valve Ford V8 slated for 1954 model year introduction, 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. After Henry Ford II returned from the Los Angeles Auto Show (Autorama) in 1953 he approved the final design concept to compete with the then new Corvette.
The name was not among the thousands proposed, including rejected options such as Apache (the original name of the P-51 Mustang), Falcon (owned by Chrysler at the time), Eagle, Tropicale, Hawaiian, and Thunderbolt. Rather, it was suggested the the designer and, in the hurry-up mood of the project, accepted.

The Ford Thunderbird began life in February 1953 in direct response to Chevrolet's new sports car, the Corvette, which was publicly unveiled in prototype form just a month before. 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. Like the Corvette, the Thunderbird had a two-seat coupe/convertible layout. Production of the Thunderbird began later on in 1954 on September 9 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 tailfins, the Thunderbird was sleeker and more athletic in shape, and had features like a faux hood scoop and a 150 mph (240 km/h) speedometer hinting a higher performance nature that other Fords didn't possess. Mechanically though, the Thunderbird could trace its roots to other mainstream Fords. The Thunderbird's 102.0 inches (2,591 mm) wheelbase frame was mostly a shortened version of that used in other Fords while the car's standard 292 cu in (4.8 L) Y-block V8 came from Ford's Mercury division.
Though inspired by, and positioned directly against, the Corvette, Ford billed the Thunderbird as a personal luxury car, putting a greater emphasis on the car's comfort and convenience features rather than its inherent sportiness. Designations aside, the Thunderbird sold exceptionally well in its first year. In fact, the Thunderbird outsold the Corvette by more than 23-to-one for 1955 with 16,155 Thunderbirds sold against 700 Corvettes. With the Thunderbird considered a success, few changes were made to the car for 1956. The most notable change was moving the spare tire to a continental-style rear bumper in order to make more storage room in the trunk. However, the addition of the weight at the rear caused steering issues, and was changed back in 1957. Among the few other changes were new paint colors, the addition of circular porthole windows in the fiberglass roof to improve rearward visibility, and a 312 cu in (5.1 L) Y-block V8 making 215 horsepower (160 kW) when mated to a 3-speed manual transmission or 225 horsepower (168 kW) when mated to a Ford-O-Matic 3-speed automatic transmission.
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The 312 cu in (5.1 L) V8 became the Thunderbird's standard engine, and now produced 245 horsepower (183 kW). Other, even more powerful versions of the 312 cu in (5.1 L) V8 were available including one with two four-barrel Holley carburetors and another with a Paxton supercharger delivering 300 horsepower (220 kW). Though Ford was pleased to see sales of the Thunderbird rise to a record-breaking 21,380 units for 1957, company executives felt the car could do even better, leading to a substantial redesign of the car for 1958.

The Ford Thunderbird was conceived in 1955 as a response to a large postwar demand. The year it was introduced, it comes as a two-seater quasi sports car that combined important sports car performance with luxury of the Americans. The contemporary Thunderbird is produced by platform committees which is composed of representatives from every department such as styling, engineering, manufacturing, purchasing, materials handling, pricing, marketing, distribution and other discipline. In addition to this, Ford parts Thunderbird are available at online stores and dealers. Looking for performance and aftermarket parts is not a problem anymore.

This procedure gives a lot of sense thinking of the complexities involved in introducing a new car in the automotive market. Though it possesses features of a sports car, it was never a full-blown sporting vehicle. It was described by Ford as a personal luxury car. Thunderbird's features and performance were really excellent that in 1987, its Turbo Coupe model was crowned Motor Trend's Car of the Year and in 2002, its Retro Bird two-seater edition received the model's third Car of the Year honor.

Legend says the Thunderbird was born in October 1951, when Ford Division general manager Louis Crusoe visited the Paris Auto Show with styling consultant George Walker. America had a love affair with European sports cars in the early postwar years, and both men were taken by what they saw in Paris -- especially the curvy Jaguar XK-120 and GM's experimental two-seat LeSabre. "Why don't we have something like that?" Crusoe asked. "Oh, but we do!" replied Walker -- who then hurried to phone Dearborn to get his troops cracking.

But like many apocryphal stories, this one isn't true. Frank Hershey, who headed the team that styled the original '55 T-Bird, said Ford had been conjuring two-seaters well before this, but never felt rushed to build one because sports-car sales only amounted to a minuscule 0.27 percent of the total U.S. market.
But in January 1953, GM threw down a gauntlet Ford couldn't ignore: the Chevrolet Corvette. Barely a month later, Ford was hard at work on the car that would ultimately be named for the god worshiped by America's Southwest Native Americans as the bringer of rain and prosperity.First displayed as a wood mock-up at the Detroit show in early 1954, the Thunderbird was a "personal" car, not a pure sports car.

It rode the same wheelbase as the first-generation Corvette -- 102 inches -- but was far more luxurious and practical. In place of creaking fiberglass and clumsy side curtains was a sturdy steel body with convenient roll-up windows.
Instead of an ill-fitting soft top was a snug convertible top, a detachable hardtop, or both. And there was no plodding six-cylinder engine but a burly 292-cubic-inch Mercury V-8 delivering 193 bhp with stickshift or 198 bhp with optional self-shift Ford-O-Matic.

Bill Burnett supervised the engineering, which relied heavily on passenger-Ford components. Styling, conceived by Walker lieutenant Hershey and executed by a young Bill Boyer, couldn't have been better: simple and smooth yet clearly Ford, with rakish long-hood/short-deck proportions recalling the classic early-'40s Lincoln Continental.

With European style and American comfort, convenience, and go, the Thunderbird proved well-nigh irresistible at just under $3000 without options. It whipped the rival Chevy in 1955 production by nearly 24-to-1 -- 16,155 for the model year.

You don't mess with success in Detroit, and Ford didn't with the '56 T-Bird. Changes were limited to a larger 312 V-8 option with 215/225 bhp (nonoverdrive stickshift cars retained the 292, now up to 202 bhp), plus exterior-mounted spare (answering cries for more trunk space), softer suspension (for a smoother ride), and no-cost portholes for the hardtop (a Boyer idea inspired by vintage coachwork).

Porthole hardtops heavily outsold the nonporthole kind in 1956, and virtually all '57 Thunderbirds had them. Production eased to 15,631, but was still five times Corvette's. Trouble was, Robert S. McNamara, who'd replaced Crusoe as head of Ford Division, wanted much higher volume. Also, market surveys indicated much greater demand for a four-seater. So for 1958 and beyond, that's what the T-Bird would be.

The '57 was thus the last two-seat T-Bird -- and arguably the best. A handsome facelift brought a prominent bumper/grille and a longer deck (again enclosing the spare) wearing modest bladelike tailfins. There was more power than ever.

Stickshift models still had a 292, but uprated to 212 bhp, and there was now a trio of 312s offering 245, 270, or 285 bhp, the last being a twin-four-barrel version with 10.0:1 compression. Ford also built 208 supercharged "F-Birds" with 300/340 bhp courtesy of Paxton-McCulloch blowers, mainly for racing.

And race the early T-Birds did, though with limited success. A '55 sponsored by Mechanix Illustrated magazine's Tom McCahill swept the production sports-car class at that year's Daytona Speed Weeks, Joe Ferguson clocking a two-way average of 124.633 mph to best every Austin-Healey, Porsche, and all but one Jaguar XK-120.

Chuck Daigh did even better in '56 with a T-Bird prepped by Pete DePaolo; he did 88.779 mph in the standing mile, though a 'Vette modified by Zora Arkus-Duntov proved faster (at 89.735 mph). Daigh returned in '57 to score 93.312 mph, and a privately entered T-Bird ran the flying-mile at 146.282 mph one way, 138.775 mph both ways. Then the Automobile Manufacturers Association issued its infamous racing "ban" and development stopped.

With a base price still under $3500 for 1957, the T-Bird remained an attractive buy. Production ran through the end of the calendar year, so production was the highest for the three two-seater years at 21,380.