The T-bird came standard with a 390-4v from '61-'66 with a 3-2v 390 optional in '62-'3 and a 428-4v optional in '66 (NO MEL-series 430s were available after 1960 in the 'Bird, BTW), and the only transmission available was a dual-range 3-speed automatic ('66 saw introduction of the C6, which gradually took over for the cast-iron MX transmission). was somewhat easier in that period aftermarket support and interest was present along with a wide range of price points from the stripper-type Custom 300s/Biscaynes to the high-end 500/XLs/SSs, while the T-bird was a unique line to itself with only a difference in trim levels (Landau vs standard-model Hardtop). Likewise modifying a full-size Ford/Chevy/etc. I think this is in part due to the perceived rarity/desirability of the big-block full-size cars, coupled with their relative simplicity and better performance numbers than the heavier, cruiser-inspired and heavily gadgeted T-birds. General interest outside of T-bird enthusiast circles, though, does bear out the ignored/overlooked comment when compared to similar cars like Rivieras, or more-muscular/performance-oriented versions of full-size Fords/Mercs/Chevys/Pontiacs/MoPars. At VTCI events I have attended for over 30 years, typically half the cars there are '64-'66s, so I'd hardly call that ignored by collectors, especially with the parts support that's available for them. Huh? Evidently you've never been to a Vintage Thunderbird Club International event. I have seen a few done in a light custom/street machine/light hot rod style with cool wheels and custom paint (but not lowered) and they look good.Ĭlick to expand. You have better things to do with you time.
CUSTOM 65 THUNDERBIRD WINDOWS
The power windows will stick if they sit for any length of time but they are really easy to take apart, clean up and get working again.
The 65-66 bird had factory disk brakes and 15" wheels. If the exhaust manifolds leak you are going to need to pull the heads, plane them and the manifolds and then use FORD head sheild steel gaskets and nothing else. If you drive them in D2 they feel a lot less slow. Most people don't know how the Dual range Cruiseamatic works, when it's in D1 (where drive should be) it starts you out in second gear and short shifts, when it's in D2 (where 2nd should be) it starts you in first and lets the eninge rev a little before shifting. The 390/Dual range Cruieamatic are well suited to them. They are not expensive to buy in nice shape - so buy a nice one. The demo derby guys love them here in Iowa. Typically well built, if not rusty they wear like iron. I have worked on 61-63 Birds for many years and they are essentially the same as the 64-66 Birds under the skin. I imagine a bit more gearing would help get her moving too, at the expense of economy.įorming an understanding of limits and alternatives now is better than after I've set unrealistic expectations and bought the chassis. I'd probably keep it 390/3-spd since any decent OD transmissions would require a far newer drivetrain. Getting the 0-60 down from 11-12 seconds to 8-9 seconds and a more competent suspension would be stellar.
It'd be nice to have a comfy boat that could move when it needed to, but my expectations are reasonably low. I have a 'quick car' that suites all modern practicalities and fuel economy, so building for performance isn't a priority. I know they were driving toward unibodies (Falcon/Cougar/Mustang), but that was even a couple years after the Tbird made the change. Were they pretty solid/rigid as a result of the 'overbuilding'? Surprising that Ford went unibody with the Tbird instead of just using the well-established Galaxie frame that would have met their dimensional requirements.
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