![]() ![]() Even the convertible took the 406 they still went topless in NASCAR in ’62, though the four-barrel was the engine of choice for roundy-rounds. Ford would stuff this monster into any Galaxie but the station wagon, starting with the base-trim model. The three-carb 406 raised that to the 405-hp figure. The ’61 390 four-barrel was rated at 375 hp. New was the Warner four-speed manual transmission, originally developed for General Motors, replacing a three-speed manual of the prior year.These seemingly minor changes made a big difference in factory-made performance. The three-carburetor setup had become available as a dealer-installed option in 1961. ![]() Carbs and camshaft, crank and the dual exhaust stayed the same. ![]() Compression went from 10.6:1 to 10.9, exhaust valves got slightly larger, and to take the extra stress, piston and connecting rods were strengthened. It wasn’t a big change from the 390, just a 0.080-inch-larger bore, with thicker walls in the engine block casting. Now, Ford’s 390 V8 was impressive when it debuted in late 1960, but after Chevrolet, Pontiac and Dodge responded with 400-plus-inch engines, Fords suffered in the Super/Stock drag class. Which is what the big triple-carbed engine was there for: blistering, straight-line acceleration. That is at least until the light turned green. You might notice the basso rumble, of course, but still there was no way to know whether it had the Holley four-barrel and 385 hp, or if it was the Thunderbird Special 406 with three Holley two-barrels and a whopping 405 horses. Or by reading the three-inch-tall numerals on the Thunderbird- and-crossed-flags badge whether it had the new Ford 406-cubic-inch eight. They don’t make ‘em like that anymore and more’s the pity.IN THE EARLY 1960s, YOU HAD TO read the fine print to know whether that red Galaxie stopped in the next lane was powered by, say, a 223-cubic-inch inline-six, or if it was the fire-breathing V8-powered Galaxie 500. Having said that - a big, luxurious 1970s Thunderbird is still is a pretty cool way to go cruising what with monster big-block power (up to 460 cubic inches) and oozing 1970s excess inside and out. From the early 1970s the Thunderbird grew steadily longer and heavier and gradually lost the distinctive character that makes earlier examples so collectible today. From ‘67 Ford offered a four-door Tbird sedan with rear-hinged ‘suicide’ doors for back seat entry - just like the bigger Lincoln Continental sedan and convertible. Even today few cars can match the stunning interiors of the 1964-66 ‘Flairbirds’ with integrated center-console, thermometer-style speedo, aircraft style toggle switches and space-age inspired design.ġ966 was the last year for the Thunderbird convertible, and the first for the optional 428 big block. The 1958 four-seater Thunderbird is credited with inventing a whole new market segment - the personal luxury car. ![]() Later models grew back seats, bigger engines, added length and weight, but managed to maintain something of the mystique of the early Birds thanks to sensational styling both inside and out. For ‘57 Ford offered the optional high performance 312 cubic inch V8 that only enhanced the performance image. More boulevard cruiser than sports car, the T-bird became an instant legend. One of the all time great American dream machines - the original Thunderbird of 1955 was Ford’s two seater response to the Chevrolet Corvette. ![]()
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